VVT Cam Control

VVT Cam Control Setup

All Emtron ECU’s can support variable camshaft position control (VVT – Variable Valve Timing). Up to 4 Cam Control channels can be configured depending on the ECU model (two intake, two exhaust).

Select the control system and appropriate outputs:

Config View -> Function Setup -> Engine Functions -> Cam Control

OFF = Function is switched off and the selected output channels are deallocated.

ON = Function is switched on.

Function Type

Choose the supported VVT system from the list.

Output Channel Selection

All Emtron outputs can be configured for Cam Control, however standard Aux Channels should be prioritized for this. Most of Emtron Aux Channels are flexible in regards to output polarity as well (dependant on VVT system being used. All Cam Control systems used closed loop position control - see Cam Switch for open loop control)

• Sl4/SL8 - Aux 1 – 8 Low side, Aux 5 – 8 High side, Aux 9 – 10 Half bridge
• KVx Rev 1 - Aux 1 – 8 Low/High side, Aux 9 – 12 Half bridge, Aux 13 – 16 Low side
• KV8 Rev 2 - Aux 1 – 8, 13 - 16 Low/High side, Aux 9 – 12 Half bridge
• KV12 Rev 2 - Aux 1 – 8 Low/High side, Aux 9 – 16 Half bridge
• KV16 Rev 2 - Aux 1 – 8 Low/High side, Aux 9 – 16 Half bridge

Channel selection is as follows:

• Inlet LH - Bank 1 intake camshaft
• Exhaust LH - Bank 1 exhaust camshaft
• Inlet RH - Bank 2 intake camshaft
• Exhaust RH - Bank 2 exhaust camshaft

Driver Type

Select either Low side, or High side depending on the VVT system being used.

See engine wiring schematic. VVT solenoids are normally supplied with constant 12V+ or ground (use opposite control polarity).

BMW VANOS

BMW VANOS Support

Early BMW Motorsport VANOS systems were unique. It uses an auxiliary oil pump that boosts operating oil pressure to a constantly regulated 100bar of pressure. The high pressure is used to hydraulically lock the cam position to target during all operating conditions. The design of the system requires two channels per camshaft as there is no default position (ie – Intake retarded position, exhaust advanced position). This means there are separate channels for each camshaft for retard and advance. If the control system is at target, the cams remained hydraulically locked by switching the control system off. Because of the unique mechanical nature of the system, ECU control must be very specific. Emtron has developed a special strategy that mimics the OE function, but allows complete flexibility to enable even more precise control.

BMW Engines that use high pressure BMW Motorsport VANOS

• BMW S50B30 - Single VANOS intake cam
• BMW S50B32 - Double VANOS intake and exhaust cam
• BMW S54 - Double VANOS intake and exhaust cam
• BMW S62 - Double VANOS intake and exhaust cam (two banks)

When selecting these function types, there will be additional options available for choosing the specific channels for retard or advance channels.

Cam Control - PID

PID Setup

Applicable to both intake & exhaust PID setup

The positioning control of the Camshaft(s) is governed by the Emtron PID closed loop function.

Intake Deadband +/-

The output control signal is held constant when the Input Signal (Cam Position) falls within the deadband range of the Target.

This helps reduce steady state error and oscillations.

**BMW Motorsport VANOS systems switches off the control signal automatically when in deadband to hydraulically lock the cam position.

Typical : 0.5 degrees

Integral Positive Clamp

Allows the user to set the the maximum Integral gain compensation used by the closed loop system.

Integral Negative Clamp

Allows the user to set the minimum Integral gain compensation used by the closed loop system

Feed Forward

Having a correct feed forward duty cycle value allows for more precise control.

This feed forward value is added to the control signal before the PID is applied.

Tuning Tip:

This is the expected duty cycle of the solenoid to hold the camshaft in a given position.

It can be quickly determined by commanding the camshaft to a position & witnessing the required duty to do so.

Commanding an alternative angle will deliver a similar result, the average of these is your feed forward value.

Intake Target Filter

Filters the Target signal to help smooth out any pulsations.

Typical Value: 5 ( 0 = OFF)

VVTiE Base Control Frequency

Toyota 2URFSE/2URGSE VVTiE Base frequency setting at 1000rpm

For PID Exhaust setup

Cam Lockouts

CAM Lockouts

RPM Lockout

RPM Lockout

Engine speed above which Cam Control is set to become active

Typical : 500 RPM

Engine Temp Lockout

Engine Temp above which Cam Control is set to become active.

Typical : 60 degC

VVT Startup Lockout

Delay timer from Crank RPM Exit before VVT Cam Control is permitted to become active.

This setting helps prevent the Cam Control Solenoid “Rattling” at startup due to low oil pressure.

Typical : 500 RPM

Cam Position Offsets

Like Crank Position Offset, the ECU must know the offset position of each Camshaft used for Cam Control as well.

The offset allows the target look up table to either add or subtract desired position based on this entry.

To program the Position Offset, the ECU must put the engine into a special mode to return the camshafts to default positions (intake retarded, exhaust advanced).

Generally, this forces the ECU to stop attempting to regulate the camshafts (VVT solenoids OFF).

There are 2 methods to achieve the same goal.

Method 1

Start engine (warm engine)

Set VVT Offset(s) = 1 (ON)

Display VVT Abs Position = choose camshaft to display

Under Runtimes (F3, VVT/VVL)

Use absolute position runtimes to populate the offset.

Each position represents either a rising or falling edge per cycle (dependent on edge selection under inputs). Choose the lowest number.

Method 2

Whilst on the Cam Position Offset page

Start engine (warm engine)

Set VVT Offset(s) = 1 (ON)

Open ECU Runtimes (F3) go to VVT/VVL

Use the VVT target Error to validate the position offset number.

This can be do by simply increasing or decreasing the value until as close to zero error is achieved.

Once completed for each cam, set VVT Offset(s) to = 0 (Off)

BMW VANOS Support

Because BMW Motorsport VANOS systems to not return to default positions when the VVT solenoids are OFF, Emtron has a specialized function that will automatically apply a constant duty to the intake retard channels and exhaust advance channels when the Set VVT Offset(s) mode = 1. This allows the user to program the Position Offsets for each camshaft as normal.

Cam Switch

The Emtron ECU Cam Switch function is a comprehensive function to control simple cam switch solenoids

(VTEC, Lift solenoids, advance/retard solenoids).

Instead of just having standard switch criteria like a simple RPM or load threshold, the Emtron Cam Switch function has a series of setup functions, plus a 3D table to control its activation.

The 3D table should not be mistaken for a PWM duty table – This is not a closed loop control system.

For PWM duty control, use the VVT Cam Control function.

Output Setup

Output Channel Selection

Select open outputs that are appropriate for the type of Cam Switch system you are using

Driver Type

Set Low or High side function

Frequency

There should be no frequency/PWM function enabled for this function. It is a “switch” function only.

Function Setup

RPM Lockout

RPM above when the Cam Switch can become active. Typically 500rpm.,

Engine Temp Lockout

Temperature above when the Cam Switch can become active. Typically 20 DegC

TP Lockout

Throttle above when the Cam Switch can become active. Typically 10.0%

Oil Pressure Lockout

Oil Pressure above when the Cam Switch can become active. Only applies if Oil Pressure Input Channel has been configured.

Oil Switch Lockout

Used to ensure there is oil pressure when the Cam Switch can become active. Only applies if Oil Pressure Switch Input Channel has been configured.

Speed Channel

Select Speed Channel to be used for Speed Lockout (below)

Speed Lockout

Speed above when the Cam Switch can become active. Typically 5kph.

User Lockout

Allows the Cam Switch function to be locked out by a user function. When the User Function is ON, the lockout is active.

Switch ON -> OFF Hold Timer

When the Output has been commanded to switch OFF, this setting will keep the Output ON for the time entered. Useful for example by allowing the Output to remain ON during gearshift.

Cam Switch Table

This look-up table commands the ECU to switch the Cam Switch Output OFF, ON, or remain unchanged.

Value 0 = Cam Switch OFF

Value 100 = Cam Switch ON

Any number in between 1-99 is hysteresis mode which causes the output to remain unchanged. Typical value used is 50. This prevents the Cam Switch function output toggling ON/OFF when the mapped point is close to the edge of activation.

The above picture illustrates an example of how to implement hysteresis in a CAM Switch Table.

1. RPM Axis. Between 4001 and 4199 there is no output change defined by a Table value of 50. With increasing RPM at 4200 the output will Switch ON defined by a Table value of 100. With Decreasing RPM at 4000 the Output will Switch OFF defined by a Table value of 0. The result is a Hysteresis of 200 RPM

2. Throttle Position. Between 20.1% and 23.9% there is no output change defined by a Table value of 50. With increasing Throttle at 24.0% the output will Switch ON defined by a Table value of 100. With decreasing Throttle at 20.0% the Output will Switch OFF defined by a Table value of 0. The result is a Hysteresis of 4% Throttle.

Exhaust Cam Angle Target Tables

Exhaust Cam Angle Target Tables

This is the Exhaust camshaft position command tables where the required camshaft position in degrees is set

Table units start from 0.

Negative numbers represent targeting retarded position of the camshaft.

Exhaust target map = -20 degrees = 20 degrees of exhaust cam retard

**Typically numbers close to 0 represent the least amount of overlap which helps with idling.

Exhaust Cam Angle Target Table 2 can be accessed/activated via Cam Target Table Control

There are a variety of methods of integration available.

WARNING

Incorrect setting of the Exhaust Cam Angle Target Table can result in engine damage.

In modified engines, the piston to valve clearance of the engine should be measured.

The maximum safe advance angle should be known prior to setting VVT travel range.

If the valve clearance is compromised within the available travel range a mechanical limit should be employed to prevent contact.

DO NOT rely on closed loop Cam Control to prevent piston to valve contact when there is a mechanical ability to cause contact.

BMW Motorsport VANOS should not be targeted to the fully retarded or advanced position at any point.

This is because the system is designed to hydraulically lock the position once at the target (no solenoid regulation).

If for whatever reason the offset position is not exact (some variance with temp, engine speed, etc), the system could potentially over-regulate the solenoids.

Targeting a few degrees before each end stop is typical and mimics the OE function.

Intake Cam Angle Target Tables

Intake Cam Angle Target Tables

This is the Intake camshaft position command tables where the required camshaft position in degrees is set

Table units start from 0.

Positive numbers represent targeting advanced position of the camshaft.

Intake target map = +25 degrees = 25 degrees of intake cam advance

**Typically numbers close to 0 represent the least amount of overlap which helps with idling.

Intake Cam Angle Target Table 2 can be accessed/activated via Cam Target Table Control

There are a variety of methods of integration available.

WARNING

Incorrect setting of the Intake Cam Angle Target Table can result in engine damage.

In modified engines, the piston to valve clearance of the engine should be measured.

The maximum safe advance angle should be known prior to setting VVT travel range.

If the valve clearance is compromised within the available travel range a mechanical limit should be employed to prevent contact.

DO NOT rely on closed loop Cam Control to prevent piston to valve contact when there is a mechanical ability to cause contact.

BMW Motorsport VANOS should not be targeted to the fully retarded or advanced position at any point.

This is because the system is designed to hydraulically lock the position once at the target (no solenoid regulation).

If for whatever reason the offset position is not exact (some variance with temp, engine speed, etc), the system could potentially over-regulate the solenoids.

Targeting a few degrees before each end stop is typical and mimics the OE function.

Intake/Exhaust Target Offset Tables

Intake/Exhaust Target Offset Tables

These are user defined tables are used to offset the Cam Target.

The tables operate in Absolute values (degrees).

Drive by Wire (DBW)

Function Enable

OFF = Function is switched off and the selected output channels are deallocated.

ON = Function is switched on

Function Type

4x DBW channels: (3 and 4 channels are only available on KV12/KV16 Serial Number > 1350)

• Single DBW - Using 2 Half-Bridge Drivers
• Dual DBW - Using 4 Half-Bridge Drivers
• 3 Channel - Using 6 Half-Bridge Drivers
• 4 Channel - Using 8 Half-Bridge Drivers

** See graphic above – Yellow

Output Channel Selection

There are dedicated paired outputs for each DBW channel.

DBW x Motor +ve (Positive) = Auxiliary 9 - 5A Continuous 8A Limit

DBW x Motor -ve (Negative) = Auxiliary 10 - 5A Continuous 8A Limit

OR

DBW x Motor +ve (Positive) = Auxiliary 11 - 5A Continuous 8A Limit

DBW x Motor -ve (Negative) = Auxiliary 12 - 5A Continuous 8A Limit

OR KV12 and KV16 Rev2

DBW x Motor +ve (Positive) = Auxiliary 13 - 10A Continuous 20A Limit

DBW x Motor -ve (Negative) = Auxiliary 14 - 10A Continuous 20A Limit

.

OR KV12 and KV16 Rev2

DBW x Motor + (Positive) = Auxiliary 15 - 10A Continuous 20A Limit

DBW x Motor - (Negative) = Auxiliary 16 - 10A Continuous 20A Limit

** See graphic above – Yellow

NOTE: DBW +ve (Positive) and DBW – ve (Negative) polarity is defined as fully opening the throttle plate when +12V and Ground is respectively applied to these pins.

Driver Type

Select “Half-Bridge Driver” in both the “DBW Motor +” and “DBW Motor – " tabs.

Frequency

In most situations select 2000Hz. A range of 500Hz to 10kHz is available.

NOTE: Select the same frequency in both the DBW Motor + and DBW Motor – tabs for each respective motor.

DBW Relay

This relay will supply +12V to the ECU pin “Aux9-12 " (and/or Aux13-16) which will power the Half-Bridge drivers used to control the DBW Motor.

For safety reasons the DBW system will not operate until an Output Channel has been assigned.

When the ECU detects one of the following system errors the DBW relay will be switched off, shutting the DBW system down.

• Target Tracking Error
• Servo Position Tracking Error

Input Servo Position Channels

For safety reasons, there are redundant inputs for pedal position and drive by wire servo position. Once the sensors are setup and calibrated, these positions are used to define the DBW target in closed loop.

There are pre-configured functions to help quickly calibrate the pedal position sensors, and throttle position sensors. See

Each DBW Channel has 2 dedicated inputs for Position Feedback. These are:

DBW 1 Channel Position Feedback

DBW 1 Servo Position Main = Analog Volt 1 - 16

DBW 1 Servo Position Sub = Analog Volt 1 – 16

*Or Maximum ANV channel count depending on ECU model

DBW 2 Channel Position Feedback

DBW 2 Servo Position Main = Analog Volt 1 - 16

DBW 2 Servo Position Sub = Analog Volt 1 – 16

DBW 3 Channel Position Feedback

DBW 3 Servo Position Main = Analog Volt 1 - 16

DBW 3 Servo Position Sub = Analog Volt 1 – 16

DBW 4 Channel Position Feedback

DBW 4 Servo Position Main = Analog Volt 1 - 16

DBW 4 Servo Position Sub = Analog Volt 1 – 16

Input Pedal Position Channels

Pedal Position 1 = Analog Volt 1 - 16

Pedal Position 2 = Analog Volt 1 - 16

Sensor Calibration

The positioning sensors for the system must be calibrated like any other sensor. This can be done manually using the Calibration Table or there is an auto calibrate function described below.

Auto Calibration of Pedal Sensors

See the following menu: Config View -> Engine Setup -> PPS closed and PPS open calibrate.

Throttle Position Input Channel

The Throttle Position Input channel is NOT required in DBW applications as the DBW uses Servo Positions Inputs; the Throttle Position Input channel can be switch OFF.

The ECU will automatically copy the DBW 1 Servo Position Main into the Throttle Position 1 runtime.

This will allow functions requiring this input (gauges, logging, ORFC, Lockouts) to continue working.

DBW 1/2 Configuration

DBW 1/2 Configuration

DBW Calibrate Plate

See the following menu: Tuning View-> Engine Functions -> Drive By Wire -> DBW 1/2 (or 3/4) Configuration

The following options are available:

0: Normal DBW Operation

1: TEST Mode ON

2: Calibrate DBW 1 ON

3: Calibrate DBW 2 ON

Modes 2 and 3 will calibrate the Plate Position (Servo Position):

The auto calibrate procedure populates the sensor calibration tables under input channels automatically for both fully closed and fully open positions.

NOTE:

** Will ONLY operate when RPM = 0

** TEST Mode temporarily disables the error checking allow final checks on the system to be performed

** Under no conditions should the vehicle be driven with the DBW system in TEST Mode.

** Calibrate Plate will not be possible where the Servo Position (Sub) reading clamps before complete blade deflection – Manual calibration will be required in this case.

Procedure for calibration:

1. Select which plate you need to calibrate (DBW1/2, or DBW 3/4)

Input pins for DBW Servo Positions must be enabled and setup correctly.

2. The ECU will move the throttle plate and calibrate the open and closed positions.

Use the ECU Runtime (F3) -> DBW/Sevro Tab -> DBW 1/2/3/4 - System Status window to view progress.

When the status reads “Calibrate Complete” , the DBW Calibrate Plate setting to can switched to “TEST Mode ON”.

This allows PID plate control but disables ALL tracking and safety features allowing PID calibration.

3. For PID control see Tuning View-> Engine Functions -> Drive By Wire -> DBW Closed Loop Control

Once the PID has been calibrated and the DBW Servo Position inputs are tracking correctly the TEST mode can be disabled.

4. Select DBW 1/2 Plate Calibration back to Normal mode.

DBW Response Time

The response time is the time from a commanded input change to the output changing.

Typical Time: 8 -12ms

DBW Fault mode

Emtron has an added layer of protection regarding a DBW fault (Servo position tracking, Target error, etc). The user can further define the engine behavior here.

DBW Fault Mode

0: Limit - 2000 RPM Fixed

1: Limp Home Table 1

2: Limp Home Table 2

In the case of a mechanically blocked throttle plate for example, even if the DBW system power supply is shut down, the engine could still run away.

This extra layer of protection allows the ECU to limit the engine RPM as well.

This makes a DBW system used with the Emtron product safer than even a cable operated system in regards to mechanical situation where a throttle is physically blocked open.Throttle Position Input Channel

The Throttle Position Input channel is NOT required in DBW applications as the DBW uses Servo Positions Inputs; the Throttle Position Input channel can be switch OFF.

The ECU will automatically copy the DBW 1 Servo Position Main into the Throttle Position 1 runtime. This will allow functions requiring this input (gauges, logging, ORFC, Lockouts) to continue working.

DBW Engine Stopped Disable

When the engine is stopped (RPM = 0 ) and Pedal Position is < 0.5% the DBW system can be disabled.

(Prevents battery drain with prolonged key-on use)

As soon as a Crank Signal is detected or the pedal moves > 0.5% the system becomes active again.

Pedal Error Tracking Threshold

When the difference between Pedal Position 1 and 2 is greater than the threshold, the ECU determines this to be an error condition and and increments a Error Counter.

The greater the difference, the faster the counter increments.

DBW Shutdown condition occurs when Error Counter reaches 100.

Typical 5.0%

Since the pedal position is validated by redundant inputs, once calibrated the position values can be compared and ultimately shutdown the DBW system if a sensor is failing.

The threshold here can be adjusted for the minimum amount of error needed for Error Tracking to start counting.

NOTE"

** Once “Error Tracking” for Pedal Position (PP) or Servo Position (SP) reaches 100%, the DBW system will be shut down and remain shutdown until the ECU power is cycled.

The Error Tracking rate is proportional to error so the bigger the error the faster the counter increments .

Servo Error Tracking Threshold

When the difference between DBW Servo Position Main and Sub is greater than the threshold, the ECU determines this to be an error condition and and increments a Error Counter.

The greater the difference, the faster the counter increments.

DBW Shutdown condition occurs when Error Counter reaches 100.

Typical 5.0%

DBW 1 Servo Position Sub Clamp

Used in applications when the DBW 1 Servo Position Sub signal does not span the full movement of the throttle plate.

Enter in the maximum %Servo Position as seen when the plate is fully open.

Typical applications include the Ford BA/BF/FG where this value is 51.0%

In normally applications set to 100% or

0 = OFF

DBW 2 Servo Position Sub Clamp

Used in applications when the DBW 2 Servo Position Sub signal does not span the full movement of the throttle plate.

Enter in the maximum %Servo Position as seen when the plate is fully open.

Typical applications include the Ford BA/BF/FG where this value is 51.0%

In normally applications set to 100% or

0 = OFF

DBW Calibration Guide

Steps to Calibrating and Tuning DBW

1. Set up Output and Input configuration functions for your ECU type as instructed here -> Drive by Wire (DBW)

2. Once Inputs and Outputs are set up, select a “Module File” that is closest to your throttle system

This will pre-populate all basic settings for DBW throttle PID, response time, delay, etc.

3. Calibrate Pedal, See “Quick Calibrations” here -> Basic Configuration

Validate the Pedal is channels are tracking correctly in Runtimes (F3)

4. Calibrate DBW positions using Auto Calibrate Procedure, See “DBW Calibrate Plate” here -> DBW 1/2 Configuration

Validate the DBW Servo Position channels are tracking correctly in Runtimes (F3)

5. Adjust PID to suit the throttle if is not moving/tracking appropriately -> DBW Closed Loop tables

DBW Closed Loop Control - DBW PID Setup

DBW PID Setup

DBW Deadband +/-

The output control signal is held constant when the Input Signal (Throttle Position) falls within the deadband range of the Target.

This helps reduce steady state error and oscillations.

Typical : 0.2 %TP

DBW 2 Custom PID

If a second DBW servo is used that is of a different type, then the PID can be customized separately.

This enables configuration tables for DBW 2

** Most commonly used when a DBW servo is used for bypassing air for a turbocharged or supercharged vehicle (DBW Air Bleed)

0: OFF

1: ON

DBW Target Filter - Time Constant

Low pass digital filter Time Constant characterizes the speed taken to respond to a step input.

The value entered represents the time (in ms) it takes for the output to reach 63% of the stepped input value.

For example if the step input changed occurred from 0 - 50.0% and the Time Constant was 25ms, the filtered output would reach 31.5% after 25ms.

Tuning DBW PID

DBW servo position is controlled in the Torque Management section -> Pedal Demand.

See Torque Management – Throttle Mass Flow

See Torque Management – Pedal to Throttle Demand

DBW Closed Loop tables

DBW Feed Forward %DC Table

Emtron uses a Feed Forward Table to provide a base duty for the PID function to operate from.

This allows for very fast response as the ECU has an initial lookup table before any PID is applied.

This table can be expanded into 3D (X axis enabled), and any runtime can be used.

DBW Proportional Gain Table

Proportional gain controls how aggressive instantaneous correction must be.

This table can be expanded into 3D (X axis enabled), and any runtime can be used.

Above is an example where the change Proportional Gain is spanned across Battery Voltage.

DBW Integral Gain Table

Integral gain controls how much adaptive correction is needed.

This table can be expanded into 3D (X axis enabled), and any runtime can be used.

DBW Derivative Gain Table

Derivative gain controls predictive correction where gain is based on the rate of change of error.

This function is used to prevent overshooting targets by looking at a number of factors like rate of change, and P and I gain.

This table can be expanded into 3D (X axis enabled), and any runtime can be used.

DBW Min Duty Clamp Table

Allows the user to set the minimum duty cycle that can be used by the closed loop system.

This table can be expanded into 3D (X axis enabled), and any runtime can be used.

DBW Max Duty Clamp Table

Allows the user to set the maximum duty cycle that can be used by the closed loop system.

This table can be expanded into 3D (X axis enabled), and any runtime can be used.

DBW Pos Integral Limit Table

Allows the user to set the maximum I gain compensation used by the closed loop system.

This table can be expanded into 3D (X axis enabled), and any runtime can be used.

DBW Neg Integral Limit Table

Allows the user to set the minimum I gain compensation used by the closed loop system.

This table can be expanded into 3D (X axis enabled), and any runtime can be used.

NOTE:

** If using dual DBW, then axis for target errors should be selected as “shared” runtimes. This tells the PID system to look at the respective DBW to apply closed loop gains

Tuning DBW PID

The DBW servo position is controlled in the Torque Management section.

The Pedal to Throttle Area Demand Translation Tables control the driver demand translation into throttle area demand.

The relationship between throttle area demand & DBW servo position is validated in Throttle Body Model > Throttle Body Area Table

The Pedal to Throttle Area Demand Translation Table does not relate to DBW servo position directly

To tune the DBW PID, it is useful to reconfigure the target function & zero the Pedal Position Demand Filter

For the purpose of tuning the PID, change the Pedal to Throttle Area Demand Translation Tables and the Throttle Body Area Table to be linear.

This will deliver a 1:1 relationship

Once PID control is validated, return to non linear Pedal to Throttle Area Demand Translation Tables & validate the Throttle Body Area Table

See Torque Management – Throttle Mass Flow

See Torque Management – Pedal to Throttle Demand Translation Table

See Throttle Body Setup - Throttle Body Area Table

DBW Input Setup

Filter Settings

FIlter Setting Minimum = 0 (OFF)

FIlter Setting Maximum = 100

Recommended Filter Range = 2 - 5

Single DBW.

When using single DBW the following 4 inputs should be used. Although these inputs have no restrictions on their input assignment, the following is recommended.

DBW 1 Servo Position Main = Analog Volt 1

DBW 1 Servo Position Sub = Analog Volt 2

Pedal Position 1 = Analog Volt 13

Pedal Position 2 = Analog Volt 14

Dual DBW.

When using Dual DBW the following 6 inputs should be used. Although these inputs have no restrictions on their input assignment, the following is recommended.

DBW 1 Servo Position Main = Analog Volt 1

DBW 1 Servo Position Sub = Analog Volt 2

DBW 2 Servo Position Main = Analog Volt 3

DBW 2 Servo Position Sub = Analog Volt 4

Pedal Position 1 = Analog Volt 13

Pedal Position 2 = Analog Volt 14

DBW Pedal Position (PP) Calibration

Two options are available:

1. Manually enter in the Open and Closed voltages into each Calibration Table. Select Calibration Type to “Custom” and enter the value into the table as shown.

2. Automatic Calibration. Use the PP Closed/Open Calibration menu to automatically set these voltages. This can be access from Config View-> Engine Setup as shown.

When selected the PP1 and PP2 voltages will be written into their corresponding calibration tables. Make sure these channels have an Input Source set before selecting these menus.

These voltages can be viewed be going back to the Input Setup form as shown above.

.

Engine Protection

Emtron has 4 preset engine protection functions available in the software

Engine Temperature - Engine Temperature Sensor

Oil Pressure - Engine Oil Pressure Sensor (If Fitted)

Fuel Pressure - Fuel Pressure Sensor (If Fitted) - Fuel Pressure 1 Differential Offset runtime is utilised

EGT - EGT Sensors (If Fitted)

Each function must be enabled and cut type selected to become active.

(Fuel or Ignition Cut) - Fuel Cut is recommended

Once active, each function must be defined for correct operation.

Further engine protection can be defined by the user through the use of user functions and or timers.

Fuel Pressure 1 Differential Offset runtime

The Fuel Pressure 1 Differential Offset runtime reports the offset value in kPa between calculated and measured differential pressure.

Fuel Pressure sensor is required

.

Engine Temperature Limit Setup

Engine Temp Limit

The Engine Temp Limit will become active then Engine Temperature exceeds this value.

Limit Hysteresis

Engine Temperature must return to the (Limit Value - Hysteresis Value) for the “Recovery Hold Time” entered before the Limit is switched OFF.

Engine Speed Limit

Engine speed limit applied when limit is active

Control Range (-/+)

Engine Speed Limit control range in RPM when limit is active

Minimum %Cut Clamp

Percentage cut applied to the engine at the start of the control range.

The cut type is defined in the Function Output.

Maximum %Cut Clamp

Percentage cut applied to the engine at the end of the control range

The cut type is defined in the Function Output.

Post Start Lockout

Will prevent the limit operating during crank and for a time after the engine has started.

Limit Recovery Mode

Controls the limit exit strategy.

Mode 0: Engine Temp < (Target Limit - Hysteresis) for the specified Hold Time.

Mode 1: Engine Temp < Target Limit - Hysteresis) for the specified Hold Time.

AND Engine Speed must have reached the Engine Speed Limit.

0: Mode 0

1: Mode 1

Limit Recovery Hold Time

When the Engine Protection limit is activated a time delay can be applied before the engine can recover.

This to prevent premature engine recovery from an Engine Protection event.

Limit Recovery Cut Time

Allow the cut to be progressively removed from the engine.

User Lockout

Allows the user to Lockout the Limit.

When the selected User Channel is ON a Limit request will still be generated but the engine will not be limited. ie %Cut will be zero.

Used for situations when you want to generate a Limit Request but not actually limit/cut the engine.

0: OFF

1: User Channel 1

2: User Channel 2

3: User Channel 3

4: User Channel 4

5: User Channel 5

6: User Channel 6

7: User Channel 7

8: User Channel 8

9: User Channel 9

10: User Channel 10

Exhaust Temperature Limit Setup

Engine Speed Limit

Engine speed limit applied when limit is active

Control Range (-/+)

Engine Speed Limit control range in RPM when limit is active

Minimum %Cut Clamp

Percentage cut applied to the engine at the start of the control range.

The cut type is defined in the Function Output.

Maximum %Cut Clamp

Percentage cut applied to the engine at the end of the control range

The cut type is defined in the Function Output

Limit Hysteresis

Exhaust Temperature must return to the (Limit Value + Hysteresis value) for the “Recovery Hold Time” entered before the Limit is switched OFF.

Post Start Lockout

Will prevent the limit operating during crank and for a time after the engine has started.

Limit Recovery Mode

Controls the limit exit strategy.

Mode 0: Exhaust Temperature > (Target Limit Temperature + Hysteresis) for the specified Hold Time.

Mode 1: Exhaust Temperature > (Target Limit Temperature + Hysteresis) for the specified Hold Time.

AND Engine Speed must have reached the value in the Engine Speed Limit setting

0: Mode 0

1: Mode 1

Limit Recovery Hold Time

When the Engine Protection limit is activated a time delay can be applied before the engine can recover.

This to prevent premature engine recovery from an Engine Protection event.

Limit Recovery Cut Time

Allow the cut to be progressively removed from the engine.

User Lockout

Allows the user to Lockout the Limit.

When the selected User Channel is ON a Limit request will still be generated but the engine will not be limited. ie %Cut will be zero.

Used for situations when you want to generate a Limit Request but not actually limit/cut the engine.

0: OFF

1: User Channel 1

2: User Channel 2

3: User Channel 3

4: User Channel 4

5: User Channel 5

6: User Channel 6

7: User Channel 7

8: User Channel 8

9: User Channel 9

10: User Channel 10

Exhaust Temperature Limit Table

User defined Exhaust Temperature limit table. Limit is active above Deg C input values.

Exhaust Temperature Limit - Turn ON Delay Table (Sec)

User defined limit activation delay table in seconds.

Fuel Pressure Limit Setup

Engine Speed Limit

Engine speed limit applied when limit is active

Control Range (-/+)

Engine Speed Limit control range in RPM when limit is active

Minimum %Cut Clamp

Percentage cut applied to the engine at the start of the control range.

The cut type is defined in the Function Output.

Maximum %Cut Clamp

Percentage cut applied to the engine at the end of the control range

The cut type is defined in the Function Output

Limit Hysteresis

Fuel Pressure must return to the (Limit Value + Hysteresis value) for the “Recovery Hold Time” entered before the Limit is switched OFF.

Post Start Lockout

Will prevent the limit operating during crank and for a time after the engine has started.

Limit Recovery Mode

Controls the limit exit strategy.

Mode 0: Fuel Pressure > (Target Limit Pressure + Hysteresis) for the specified Hold Time.

Mode 1: Fuel Pressure > (Target Limit Pressure + Hysteresis) for the specified Hold Time.

AND Engine Speed must have reached the value in the Engine Speed Limit setting

0: Mode 0

1: Mode 1

Limit Recovery Hold Time

When the Engine Protection limit is activated a time delay can be applied before the engine can recover.

This to prevent premature engine recovery from an Engine Protection event.

Limit Recovery Cut Time

Allow the cut to be progressively removed from the engine.

User Lockout

Allows the user to Lockout the Limit.

When the selected User Channel is ON a Limit request will still be generated but the engine will not be limited. ie %Cut will be zero.

Used for situations when you want to generate a Limit Request but not actually limit/cut the engine.

0: OFF

1: User Channel 1

2: User Channel 2

3: User Channel 3

4: User Channel 4

5: User Channel 5

6: User Channel 6

7: User Channel 7

8: User Channel 8

9: User Channel 9

10: User Channel 10

Fuel Pressure Limit Table

User defined Fuel differential offset pressure limit table. Limit is active below the offset kPa input values.

Fuel Pressure 1 Differential Offset runtime value is utilised

Fuel Pressure Limit - Turn ON Delay Table (Sec)

User defined limit activation delay table in seconds.

Limp Home Limits

This function provides Engine Speed Limiting when a DTC error occurs on an Input Channel. The operation of these table(s) can be controlled independently from each Input Channel setup page.

The following settings are not adjustable:

Start Cut - Set at 50%

End Cut - Set at 95%

Control Range = Set at +200 RPM

Oil Pressure Limit Setup

Engine Speed Limit

Engine speed limit applied when limit is active

Control Range (-/+)

Engine Speed Limit control range in RPM when limit is active

Minimum %Cut Clamp

Percentage cut applied to the engine at the start of the control range.

The cut type is defined in the Function Output.

Maximum %Cut Clamp

Percentage cut applied to the engine at the end of the control range

The cut type is defined in the Function Output

Limit Hysteresis

Oil Pressure must return to the (Limit Value + Hysteresis value) for the “Recovery Hold Time” entered before the Limit is switched OFF.

Post Start Lockout

Will prevent the limit operating during crank and for a time after the engine has started.

Limit Recovery Mode

Controls the limit exit strategy.

Mode 0: Oil Pressure > (Target Limit Pressure + Hysteresis) for the specified Hold Time.

Mode 1: Oil Pressure > (Target Limit Pressure + Hysteresis) for the specified Hold Time.

AND Engine Speed must have reached the value in the Engine Speed Limit setting

0: Mode 0

1: Mode 1

Limit Recovery Hold Time

When the Engine Protection limit is activated a time delay can be applied before the engine can recover.

This to prevent premature engine recovery from an Engine Protection event.

Limit Recovery Cut Time

Allow the cut to be progressively removed from the engine.

User Lockout

Allows the user to Lockout the Limit.

When the selected User Channel is ON a Limit request will still be generated but the engine will not be limited. ie %Cut will be zero.

Used for situations when you want to generate a Limit Request but not actually limit/cut the engine.

Example: During a Launch the Oil Pressure may temporally drop below the Limit Target.

            A User Channel can be configured to lockout this limit during the first stages of Launch Control.

0: OFF

1: User Channel 1

2: User Channel 2

3: User Channel 3

4: User Channel 4

5: User Channel 5

6: User Channel 6

7: User Channel 7

8: User Channel 8

9: User Channel 9

10: User Channel 10

Oil Pressure Limit Table

User defined oil pressure limit table. Limit is active above kPa input values.

Oil Pressure Limit - Turn ON Delay Table (Sec)

User defined limit activation delay table in seconds.

Engine Speed Limit 1/2/3

Engine Speed Limits/Cuts

The following calculated runtimes are generated by Emtron that are Engine Speed Limit/Cut related (to be further discussed more specifically):

** Highest priority Fcut and Highest priority Icut Runtimes will always show the active limit request. It is highly recommended to always have these channels in the ECU logger.

The Limit with the highest percentage cut ALWAYS get priority over other pending limits. This also means any Ignition or Fuel adjustments associated with the function also get priority.

So ONLY 1 limit can be active at any one time.

Functions that can limit the engine are:

• Engine Speed Limit 1
• Engine Speed Limit 2
• Engine Speed Limit 3
• MAP Limit 1
• MAP Limit 1
• Ground Speed Limit 1
• Ground Speed Limit 2
• Launch Limit
• Gear Cut
• Traction Control Limit
• Anti-Lag Cut
• Anti-Lag cool down
• DBW Safety Limit
• Limp Home Limit 1
• Limp Home Limit 2

Example. RPM limit is currently active.

RPM LImit 1 = 60% Cut

RPM Limit 1 Ignition retard = 15 Deg

Then get a Gear Cut request is generated:

Gear Cut = 90% Cut

Gear Cut Ignition retard = 20 Deg.

The ECU will stop the RPM limit1, remove the 15 degree of retard, activate a 90% cut and apply 20 degrees retard.

RPM Limit Function Setup

Emtron has three different RPM Limiters and four different methods for each

• Config, Function Setup, Engine Functions, RPM Limit 1/2/3

Select the cut type and order of priority for each RPM limit function

Engine Speed Limiter Setup

Engine Speed Limiter Setup

Cut Pattern

Select the cut pattern type

.

0: Random Pattern 1

1: Random Pattern 2

2: Sequential Pattern 1

3: Sequential Pattern 2

Ign Retard Mode

Applies the Ignition Retard as either an Offset or Percentage of Base Angle (Table value)

Example: Current Ignition Angle = 25.0 BTDC

Offset = 15.0 Deg Retard. Ignition Angle During

Limiting = 25.0 - 15.0 = 10.0 Deg BTDC

Percentage = 50.0 % Retard.

Ignition Base Angle = 20.0 Deg.

Ignition Angle During Limiting = 20 - 50% x 20.0 = 10.0 Deg BTDC

(assuming no other Ignition trims)

Control Range

Control Range (-/+) RPM Units

The Control Range applies to the Min/Max % Cut values

Example :

Min % Cut Clamp 10%

Max % Cut Clamp 90%

Control Range -200rpm

RPM Limit 7000rpm

At 6800rpm the engine will begin its cut routine at the Min % Cut Clamp of 10%

At 7000rpm the engine will finish its cut routine at the Max % Cut Clamp of 90%

Minimum %Cut Clamp

Percentage cut applied to the engine at the start of the control range.

Maximum %Cut Clamp

Percentage cut applied to the engine at the end of the control range.

NOTE: Maximum Cut MUST be > Minimum Cut

Hard Limit Adder

Used in Limit types 2 and 3.

Added to the start on the limit and determines the point at which a 100% cut will be applied.

Example:

Limit Type = 2 (Fuel Cut + Ign Hard Cut)

RPM Limit = 7000

Control Range = -200 RPM

Hard Limit Adder = 180 RPM

Fuel %cut Engine Limiting starts at 6800 at the Minimum %Cut

Fuel %cut Engine Limiting ends at 7000 at the Maximum %Cut

Ign 100% cut occurs at 6980 RPM and above.

dRPM Gain

Compensates for a fast rate of change in engine speed by reducing the limit value.

Used to prevent the engine pushing through the limit.

Locked out when dRPM < 2000 RPM/sec.

A Gain of 100 will reduce the limit by 100 RPM for every dRPM 1000 RPM/sec over the 2000 start threshold.

Example 1:

dRPM Gain = 100

RPM limit = 6500

dRPM = 3000 RPM/sec

New RPM Limit = 6500 - 100 = 6400

Example 2:

dRPM Gain = 100

RPM limit = 6500

dRPM = 4000 RPM/sec

New RPM Limit = 6500 - 200 = 6300

0 = OFF

Ignition Retard

The amount of Ignition Retard applied during limiting.

There are 2 modes :

• Offset (Deg)

• Percentage (%)

Post Start Lockout

Will prevent the limit operating during crank and for a time after the engine has started.

Useful when channels like oil pressure are assigned to an RPM limiter function.

** Using the Engine Protection Control function is highly recommended instead

RPM Limit - Turn ON Delay Table

RPM Limit - Turn ON Delay Table

Table in which you can set the delay for the RPM limit

Units in Seconds

RPM Limit - User 1/2 Offset Table

RPM Limit - User 1/2 Offset Table

Table in which you can offset the main RPM limit table +/-15000 RPM.

Span this table using any Emtron calculated runtime like Rotary Position, Race Timer, User Timer, etc.

RPM Limit Table

RPM Limit Table

Downshift DBW Position

Downshift DBW Position

Sets the throttle position target that the DBW throttle will move to during the down shift.

This is an absolute position of the DBW Servo.

** This position will override other torque management functions regarding throttle control

Downshift Ignition Retard

Downshift Ignition Retard

This is the amount of Ignition Retard applied during the entire Downshift event

There are 2 modes :

• Offset (Deg)

• Percentage (%)

Downshift Next Gear Ignition Recovery Time

Downshift Next Gear Ignition Reovery Time

This is the total time the ignition retard will be phased back to 0.

Resolution = 1ms

Downshift Next Gear Solenoid Hold Time

Downshift Next Gear Solenoid Hold Time

This is the time the Solenoid stays ON once next gear stable has been achieved .

Resolution = 1ms

Downshift Pre-Cut Time

Downshift Pre-Cut Time

Engine Pre-Cut Time

Normally only required when the Throttle is held open on a downshift request. The Pre-cut allow the gearbox dog to be unloaded before the Downshift solenoid is switched ON. This allows the servo to be position before the power is re-applied for the downshift blip

0 = OFF

Downshift Request Enable Table

Downshift Request Enable Table

The Table output must be Enabled allowing the Downshift request to be valid.

(set to 100 if not required)

0 = Shift Request Disabled

100 = Shift Request Enabled

50 = No Change

Downshift Rev-Match RPM Target Correction

Downshift Rev-Match RPM Target Correction

This table controls adjusts the Rev-Match RPM Target +/- in units of %.

Use this to raise or lower the Rev-Match RPM Target

Downshift Setup

Downshift Debounce Time

The Downshift Paddle must be held for this time for the request to be valid.

This setting prevents accidental requests in harsh Motorsport

environments (vibration and vehicle harmonics).

Downshift Torque Reduction Type

0: Fuel Cut Only

1: Ign Cut Only

2: Fuel + Ign Cut

3: Off

\

Downshift Ign Retard Mode

0: OFF

1: Offset

2: Percentage

Applies the Ignition Retard as either an Offset or Percentage of Current Ign Angle

Example: Current Ignition Angle = 20.0 BTDC

Offset = 15.0 Deg Retard.

Ignition Angle during Gear Cut is = 20.0 - 15.0 = 5.0 Deg BTDC

Percentage = 50.0 % Retard.

Ignition Angle During Cut : = 20 - 50% x 20.0 = 10.0 Deg BTDC

Downshift Pre-Cut Percentage Cut

Fuel and/or Ignition Cut Percentage used in the Downshift Precut.

Downshift Throttle Override

0: OFF

1: DBW 1 - Duration Table

2: DBW 1 - Function Controlled

3: Throttle Solenoid - Duration Table

4: Throttle Solenoid - Function Controlled

This setting overrides or “blips” the thottle on downshift .

Duration Table is Open Loop mode and used to control the length of time the DBW or Solenoid is held open.

Function Controlled is Closed Loop so the Gearshift

Function is used to control the length of time the DBW or Solenoid is held open.

The goal is to increase the airflow into the engine to match the engine speed of the requested downshift gear.

NOTE: The Rev-matching Limit setting can also be switched ON, which limits the engine to the correct rpm assuming enough air has benn introduced into the engine.

Downshift Rev-Matching Limit

0: OFF

1: ON - Outputshaft Speed

2: ON - Outputshaft Speed Calculated

Rev-matching Downshift Function will Limit the engine RPM to match the requested Downshift gear. The ECU uses Output shaft RPM and Transmission ratios between the current gear and requested gear to calculate a Rev-matched RPM Target.

i.e. Matching Transmission Input and Output speed referenced by Gear Ratio

Make sure the “Downshift Rev-Match RPM Target Correction “table is setup/Initialised correctly

You also MUST introduce extra air into the engine either by using the DBW or a solenoid to manual open the throttle.

(Select this from the Downshift Throttle Override setting)

Example:

Current rpm = 6000, In 4th gear and downshifting to 3rd

Gear ratio 4th = 1.000

Gear ratio 3rd = 1.230

Target Downshift Engine Speed RPM = 6000 x 1.230/1.000

Target Downshift Engine Speed RPM = 7380

So the ECU will Limit the Engine Speed to 7380 assuming sufficient air has been introduced

NOTE: The Gear Ratio Table MUST be completed for this function to operate correctly. See Vehicle Functions -> Vehicle Dynamics menu.

Downshift Rev-Match Control Range (-/+)

Example:

Rev-match RPM Target = 4000

Min Cut = 0%

Max Cut = 95%

1. Range = +500 0RPM,

Engine Speed: 4000 RPM = 0% Cut, 4500 RPM = 95% Cut

2. Range = -500 RPM (Recommended)

Engine Speed: 4000 RPM = 95% Cut, 3500 RPM = 0% Cut

Downshift Rev-Match End Timeout

Once DBW has returned to within 5% of the Target this timeout gets applied. When Time = 0 the Rev-match limit is then removed.

ONLY applies to DBW applications.

Downshift Next Gear Timeout

The Next Gear MUST be reached within this time for the Downshift to be valid. If this does not occur the ECU will re-try the gear shift by the number of times set in the Upshift “Downshift Re-retry Count” Setting.

Time starts when Downshift Solenoid is switched ON.

Typical Value = 100ms

Downshift Re-Try Count

The number of time the ECU will re-attempt a failed Gear Shift.

ONLY Applies when Electronic(Paddle) mode selected

Typical Value = 3

Downshift Stacking Limit

Sets the maximum number of Upshift Requests that can be stacked.

0 =OFF

Downshift Min Engine Speed

The Engine Speed MUST be less than this value for the Downshift request to be valid

0 = OFF

Downshift Min Throttle

The Throttle Position MUST be less than this value for the Downshift request to be valid

0 = OFF

Downshift Max Pedal

The Pedal Position 1 max position for Dowshift request to be valid

0 = OFF

Downshift User Enable

The User Channel when selected must be ON

for the Downshift request to be valid.

0: OFF

1: User Channel 1

2: User Channel 2

3: User Channel 3

4: User Channel 4

5: User Channel 5

6: User Channel 6

7: User Channel 7

8: User Channel 8

9: User Channel 9

10: User Channel 10

Downshift Force Hysteresis

Prevents Gearshift re-triggering.

Example:

Gear Force Positive = 8kg

Downshift Force Hysteresis = 60%

Downshift will be triggered when Gear Force > 8kg.

Once complete the Gear force will not be allowed to trigger the Gearshift until it falls below 60% of 8kg ..ie Force MUST be less than 3.2Kg (8- 4.8)

Downshift Solenoid Delay

Downshift Solenoid Delay

This is the length of time from the initial Downshift Request to when the Downshift Solenoid is switched ON.

Resolution = 1ms

Downshift Throttle Duration

Downshift Throttle Duration

• Sets the Duration of the DBW throttle position change when Force is used

• Sets the Timeout of the DBW throttle position change when Paddle shift is used

** This position will override other torque management functions regarding throttle control

Gear Cut End Source

Gear Cut End Source

This setting controls the way the cut is to be ended once triggered. The following settings are available :

0: Timed Setting uses the Cut Time Table to

control the Cut length

1: “Clutch Switch” Status changing to OFF ends

the Cut

2: “Gear Cut Switch” Status changing to OFF ends

the Cut

3: If Positive Force Started the cut, the cut End

will occur when the Force is less than the

Postive Force Threshold - Gear Cut Force Hysteresis.

The inverse applies for a Negative Force Start Cut

Example:

Force Threshold = 8.0kg

Gear Cut Force Hysteresis = 3.0kg

Start Cut at > 8.0 kg

End Cut at < 5.0 kg

Force Threshold = -6.0kg

Gear Cut Force Hysteresis = 3.0kg

Start Cut at > -6.0 kg

End Cut at < -3.0 kg

NOTE: “Gear Cut Start Source” MUST be

selected as 2 (Gear Shift Force) for this setting

to work

4: Next Gear Stable will determine the cut time. Once

the next gear is confirmed the ECU will initiate a cut end

Gear Cut Ign Retard Mode

Gear Cut Ign Retard Mode

Applies the Ignition Retard as either an

Offset or Percentage of Current Ign Angle

Example: Current Ignition Angle = 20.0 BTDC

Offset = 15.0 Deg Retard.

Ignition Angle during Gear Cut is

= 20.0 - 15.0 = 5.0 Deg BTDC

Percentage = 50.0 % Retard.

Ignition Angle During Cut :

= 20 - 50% x 20.0 = 10.0 Deg BTDC

0: Offset

1: Percentage

Cut Level Recovery Time Table

Cut Level Recovery Time Table

The total time that the cut will be phased back to 0.

Gear Cut Start Source

Gear Cut Start Source

This is the source ECU uses to trigger the cut for gear shift. There are three methods that can be selected :

0: Digitial Input set to Clutch Switch

This setting will allow the system to trigger by “Clutch.Switch” input.

1: Digitial Input set to Gear Cut Switch

This setting will allow the system to trigger by “Gear Cut Switch” Input. Commonly this signal is supplied by a gear shifter mounted switch

2: Gear Shift Force

This setting will allow the system to trigger by “Gear Shift Force” Input. Commonly this signal is supplied a gear shift mounted amplified strain gauge output. This is generally the best method for triggering but does require hardware which can provide the ECU a voltage output based on the force.

Cut Level Table

Cut Level Table

This is the engine cut % applied when gear cut it active

Cut Time Table

Cut Time Table

This table sets the cut time if the “Gear Cut End Source” is set

to “Timed”

Cut Timeout Table

Cut Timeout Table

Time in seconds that the cut time will be clamped to. No matter what

setting is configured the total cut time will be limited by the ECU to

this time.

Gear Detection Setup

Gear Detection Setup

Gear Position Enable

Enables the Gear Detection

0 = OFF

1 = ON

Gear Position Calculation

Choose the method of Gear Position Calculation

Various modes are available.

0 = Gear Position Voltage 1 - Input must be assigned and calibrated

1 = RPM/Speed Ratio - Gear is derived by RPM/speed channel defined (Under Gear Position RPM/Speed Setup)

2 = CAN Bus - Gear is received over CAN bus

3 = Inputshaft/Outputshaft Ratio - Gear is derived by calculating ratio of inputshaft/outputshaft speed

4= Gear Position Voltage 2 - Input must be assigned and calibrated

Gear Detection

Gear Detection

Emtron has various methods of Gear Detection. See -> Gear Detection Setup

Proper gear detection and channel calculation such as Input shaft Speed (Calc) are important for functions in the ECU such as Motorsport Gearshift control (regarding rev matching control), some Application Build systems (CAN Integration), and other general functions in the ECU that may be being used.

Input/Outputshaft Speed Calculations

Inputshaft speed Calculated can be derived from looking at Outputshaft Speed Channels -> Vehicle Dynamics -> Inputshaft Speed Calculated

“1” Output Shaft Speed Calculated is derive from selecting a calibrated speed channel. -> Vehicle Functions -> Vehicle Dynamics -> Outputshaft Speed Calculated

** The ECU generates this channel by deriving the speed through the wheel circumference and final drive under Vehicle Dynamics -> Vehicle Main Setup ->

The Inputshaft speed is calculated furthermore through the Transmission Ratio Table. Vehicle Dynamics -> Transmission Gear Ratio Table ->

Validating Inputshaft speed (Calc) channel

To validate Inputshaft speed (Calc), logging engine speed vs Inputshaft Speed (Calc) can be plotted ->

Also by looking at runtimes for channel comparisons can be done ->

** Note Gear Ratio (Input/Outputshaft) (calculated from Input shaft speed (Calc) vs Output shaft Speed (Calc) vs Gearbox Ratio (Transmission Ratio tabe) is the same

** Note Clutch Slip Channels are near 0% (calculated % difference between Engine Speed and Clutch Slip Source Channel)

(define clutch slip in Tuning -> Vehicle Functions -> Vehicle Dynamics -> Clutch Slip = Currently Set to Inputshaft Speed Calculated)

** If there is error in Input shaft Speed (Calc) vs Engine Speed (therefore there will be error in Gear Ratio (Input/Outputshaft) and Clutch Slip), then settings/calibration needs attention in regards to speed sensor calibration, wheel diameter, final drive, or transmission ratios

Gear Force Negative

Gear Force Negative

This is the negative force required to trigger a cut event if

this “Gear Cut Start Source” is configured to “Gear Shift Force”

Gear Force Positive

Gear Force Positive

This is the positive force required to trigger a cut event if

this “Gear Cut Start Source” is configured to “Gear Shift Force”

Fault Mode Cut Time

Fault Mode Cut Time

Gearshift Mode:

This table sets the open loop cut time when the system is in fault mode.

(For example Gear Position sensor has failed or Gear Position Tracking Error)

Gearcut Mode:

This table sets the cut time if the “Gear Cut End Source” is set to “Timed”

Gear Shift Control

Gearshift Control Function Setup

Emtron has multiple methods of Gearshift Control

• Config, Function Setup, Motorsport, Gearshift Control

Mechanical - Manual Shift (Force)

Electronic - Paddle

There are also other CAN BUS Triggered modes for Application Build versions.

** See those Application Build Manuals for details

• Configure Gear Position using the “Gear Detection Voltage” channel . This is normally a barrel position sensor located on the sequential gearbox. See Config View -> Inputs -> Vehicle Tab
• Configure the Inputs. Configure the following from the Inputs -> Motorsport tab:

Paddle Shift mode

• • Upshift Paddle Input
  • Downshift Paddle Input
  • Reverse Lockout Switch if required
  • Compressor Pressure Input if required

In Force Shift mode

• • Gearshift Force Input

• For Paddle Shift to function correctly and safely at least least two(2) gear channel needs to be tracked for redundancy purposes. Commonly a Gear Detection voltage will be reported from a gear drum mounted to the transmission along with a speed sensor which may be used by the ECU to calculate the gear along with generating Engine Speed requests fro rev-matching limiters. The vehicles wheel diameter and final drive ratio should be confirmed correct. Then enter the correct transmission gear ratios into the table :

  See Vehicle Dynamics->Vehicle Main The gear ratio table needs to be accurately set for this to occur.

. See Tuning view -> Vehicle Functions -> Vehicle Dynamics menu -> Transmission Gear Ratio table. Use -1 for Reverse.

Gear-Shift-Down-Shift-Flow

Gear-Shift-Up-Shift-Flow

Gearshift Compressor Setup

Gearshift Compressor Setup

Gearshift Comp Pressure Target

Pressure Target for Compressor. The Output will be switch off when the pressure is reached.\

Gearshift Comp Pressure Hysteresis

This value is subtracted from the Pressure Target and determines when the Output will be switched back ON.

Pressure Target = 150.0 PSI

Pressure Hysteresis = 10.0 PSI

The Pump will stay ON until 150.0 PSI is reached. The Pump will then turn OFF. When the pressure drops to 140 PSI to pump will switch back ON\

Gearshift Comp Voltage Lockout

The Gearshift Compressor Output will be switched OFF below this Voltage. Used normally to switch OFF the Compressor to prevent battery drain in Low Voltage situations.

0 = OFF\

Gearshift Comp RPM Lockout

The Gearshift Compressor Output will be switched OFF below this Engine Speed. Used normally to switch OFF the Pump during low RPM and cranking.

0 = OFF

Typical Value = 400 RPM

Gearshift User Lockout

The Gearshift Compressor Output will be switched OFF when the User Channel is ON/Active.

0: OFF

1: User Channel 1

2: User Channel 2

3: User Channel 3

4: User Channel 4

5: User Channel 5

6: User Channel 6

7: User Channel 7

8: User Channel 8

9: User Channel 9

10: User Channel 10

Gearshift Comp Timeout

With the Compressor ON, if the Target pressure cannot be reached within this timeout value the Output will be switched OFF. The timer will only be reset when the Lockouts become active OR the Re-try Interval is reached/used.

0 = OFF

Typical Value = 30secs

Gearshift Comp Re-try Interval

In the event the Timeout is reach and the output is switched OFF the system will switch the ouput back ON at this interval in an attempt to keep system pressure. This event normally occurs when the feedback input fails.

0 = OFF

Gearshift Compressor Status

0    Disabled    

1    OFF    

2    ON    

3    OFF - RPM Lockout    

4    OFF - User Lockout    

5    OFF - Timeout    

6    OFF - I/P not selected    

7    OFF -  Input in Fault    

8    OFF - Voltage Lockout    

Gearshift Control Status

0    Disabled    

1    OK    

2    X Gear I/P Fault - Open Loop     

3    X Gear Position Setup Err    

4    X Gear Request Setup Err    

5    X Gear Voltage Input OFF    

6    X Gear Cut Func ON    

7    X Rev-match set Gear Ratios    

8    X Missing UpShift Output    

9    X Missing DownShift Output    

10    X Missing UpShift Input    

11    X Missing DownShift Input    

12    X Missing Force Input    

13    X Timeout Setting LOW    

Gearshift Control Tuning

Gearshift Control Tuning

The first step in the tuning section of the function is to setup the gear request input method.

…………..

Gearshift Compressor Setup

Tuning View -> Motorsport Functions -> Gearshift Control -> Gearshift Compressor Setup

Gearshift Comp Pressure Target

The target compressor pressure represented in kpa. The transmission manufacturer should be able to advise on the maximum pressure to operate with however common settings are between 600-800kpa.

Gearshift Comp Pressure Hysteresis

The amount the compressor pressure needs to drop below the target before the compressor is switched back on. Ideally the supply pressure should be kept as constant as possible for consistent shift performance.

Gearshift Comp Voltage Lockout

Minimum ECU supply voltage to allow the compressor to operate.

Gearshift Comp RPM Lockout

Minimum Engine Speed to allow the compressor to operate. This is usually set to reduce battery load while the vehicle supply is powered.

Gearshift Comp User Lockout

A user channel may be used to lockout the compressor if the default lockouts are not satisfactory for the application.

Gearshift Comp Timeout

If the compressor target is not reached within this time the ECU will assume there must be a fault in the system. Most common faults would be a leak or faulty compressor motor.

Gearshift Comp Re-Try Interval

Once the compressor pressure target is not reached within the time out the ECU will wait for the re-try interval and attempt to turn on the compressor again.

Upshift Setup

Tuning View -> Motorsport Functions -> Gearshift Control -> Upshift Control -> Upshift Setup

Upshuft Cut Type

This sets the type of cutting used for gearshift control.

Fuel Cut Only

This system will cause a slower recovery of the engine from the cut leading to longer overall effective shift times. The will lead to quieter operation on the gearshift due to lack of unburnt fuel in the exhaust to ignite.

Ignition Cut Only

This system will cause very fast recovery as the fuel film does not require rebuilding after the shift recover. Depending on the tuning strategy and hardware careful consideration needs to be taken when choosing this cutting method. Unburnt fuel igniting in the exhaust can lead turbocharger and exhaust damage. Valve train needs to be considered also when choosing this system.

Fuel + Ign Cut

This system employs a combination of both fuel and ignition cutting strategies. This system is generally the most favored method as there is a lot of flexibility with the cut strategy balance.

Upshift Throttle Override

The ECU can override the DBW throttle position during and Upshft event. Generally for the fastest shifting performance cutting and retard strategies alone will allow will achieve the best results. During low traction surface shifting is can be possible to help unload the dog by closing the throttle during the shift.

Upshift Rev-matching Limit

This setting toggles the rev matching feature. The ECU can perform a user level cut strategy which then leads into the Engine Speed Limit rev-matching strategy. It is advised to always have this feature enabled for best performance.

Upper Rev-match Control Range (+/-)

This is the range the Engine speed limit controls the cut %. For upshift this should be a positive(+ve) number. 400rpm is a good starting range. Once the engine is within 400rpm of the ECU calculated rev-match target cut will commence.

Upshift Re-Try Count

The ECU employs a strategy of retrying the shift if it is deemed to have either failed or will fail based on a the in coming sensor data.

Upshift Next Gear Timeout

This is the timeout allowed for the upshift event to occur in total. All cutting and instructions should have completed within this time. If the gear has failed to achieve a shift and upshift counter will increment. All retries would have occurred within this timeout.

Upshift Stacking Limit

The ECU has the ability to increment a shift request counter for the purpose of “stacking” shifts. This number limits the amount of shifts that can be stacked. When the conditions are satisfied a shift will occur and the stack count will decrement until the count reaches zero.

Upshift Min Engine Speed

Upshift Min Throttle

Upshft Min Pedal

Upshift User Enable

Downshift Setup

Rev-matching describes the process of matching engine speed to the gear you are shifting into/requested gear. With Downshifting the Engine Speed must be increased so additional air needs to be introduced with the ECU supporting a variety of methods. This reduces stress on the drive-line.

The Downshift setting can be found in the Tuning View -> Motorsport Functions -> Gearshift Control -> Downshift Control menu.

Downshift Cut Type

This setting is used in 1) The Pre-Cut Downshift function which allows the “dog” to be unloaded 2) For Rev-Matching

Downshift Throttle Override

Allows additional air to be introduced into the engine on downshift. There are 5 options:

0: OFF

1: DBW 1 - Duration Table

2: DBW 1 - Function Controlled

3: Throttle Solenoid - Duration Table (Non DBW application)

4: Throttle Solenoid - Function Controlled (Non DBW application)

The “Duration Table” is an open loop control. A table is used to enter in the length of time the Downshift Throttle Override will be active

“Function Controlled” allows the ECU to dynamically change the Throttle Override time based on the functions state. For example as the Gearshift “Next-Gear Stable” time varies, the ECU dynamically adjusts the Throttle Override time to match.

NOTE: You can use this function with the Rev-matching OFF. However, there is nothing limiting the engine speed so caution should be used when setting the amount of additional air introduced into the engine.

Downshift Rev-matching Limit

The Downshift Rev-matching Limit function will Limit the engine RPM to match the requested downshift gear. The ECU uses the transmission gear ratios between the current gear and requested gear to calculate a Rev-matched RPM Limit Target.

Make sure the Downshift Rev-Match RPM Target Correction table is setup correctly. Initialise to 0% for first time setups.

Additional air MUST also be introduced into the engine, either by using the DBW or a solenoid to manual open a cable throttle. The ECU will control this with options available in the Downshift Throttle Override setting.

Downshift Rev-Match Cut Control Range

Controls the RPM Range over which the engine will be cut when the Downshift limit is active. The Min Cut and Max Cuts are locked respectively at 0% and 95%

Example:

Rev-match RPM Target = 4000

Min Cut = 0%

Max Cut = 95%

1. Range = +400 0RPM,

Engine Speed: 4000 RPM = 0% Cu

Engine Speed: 4400 RPM = 95% Cut

2. Range = -400 RPM (Recommended)

Engine Speed: 4000 RPM = 95% Cut

Engine Speed: 3400 RPM = 0% Cut

Downshift Rev-Match End Timeout

The Rev-match Limit will be removed once the DBW has returned to within 5% of its normal position. This Timeout allows additional time for the system to stabilize before the limit is removed. If this setting is required typical times range from 10 - 50ms.

NOTE: This setting ONLY applies to DBW applications. If not used set to zero.

Downshift Rev-Match RPM Target Correction Table

Applies a percentage correction to the calculated Rev-Match Target. The range is +/- 100%.

Example:

Rev-match RPM Target = 4000

Driver Torque Demand = 25Nm

Based on the below table the %Correction is 5%.

Final Rev-match RPM Target = 4000 x 1.05 = 4200 RPM

Downshift DBW Override Position Table

Sets the Servo Position target that the DBW will move to during the downshift. This is an absolute position. The below table shows a typical 4 cylinder engine example.

Downshift DBW/Throttle Override Duration Table

The length of time the air override system is introducing additional air during the downshift. This can be a Solenoid pushing on a cable throttle or DBW. This table is only enabled when the Downshift Throttle Override setting is non-function controlled i.e. Open Loop Duration Table as shown below.

Final Example

In 4th gear, downshifting to 3rd:

Downshift Rev-Match Control Range = -400 RPM

Current rpm = 6000

Gear ratio 4th = 1.000

Gear ratio 3rd = 1.230

Downshift Rev-Match RPM Target Correction = 2%

Target Downshift RPM = 6000 x 1.230/1.000

Target Downshift RPM = 7380

Apply 2% Target Correction:

Target Downshift RPM = 7380 x 1.02

Target Downshift RPM = 7527

Downshift RPM High: 7527 RPM at 95% Cut

Downshift RPM Low: 7127 RPM at 0% Cut

So the ECU will Limit the Engine Speed between 7127 and 7527 assuming sufficient air has been introduced

Gearshift Downshift Status

0    Disabled    

1    Ready ...    

2    ON    

3    OFF - Max TPS     

4    OFF - Max RPM    

5    OFF - User     

6    OFF - Enable Table    

7    OFF - Max PPS     

8    OFF - Gearshift Status    

9    OFF - SPARE    

10    Rev: Dnshift Sw Timer    

11    R: Upshift Sw Waiting ..    

12    R: Reverse Sw Waiting ..    

13    R: Clutch Switch    

14    R: Clutch Position    

15    R: User Lockout    

16    R: Speed Lockout    

17    R: RPM Lockout    

Gearshift - Paddle

Gearshift without “shift position” – Tolerance Voltage

Larger tolerance voltage number will achieve next gear stable sooner. Consider volt change per gear, to determine tolerance volt.

Gear volt spread is 0.60x volt. 0.225 tolerance will achieve “gear change” 63% of the way through the barrel turn.

This is a way control the shift timing if using “Next Gear Stable” function

Above example is vehicle using a static cut value (75%).

Next Gear % Cut Level and Ignition Retard Recovery Time are being leveraged to phase back in engine power.

Pre-loading Gearbox

Necessary to achieve swift ratchet action, similar to a “stick” setup where you’d deny cut until a specific force on the shifter.

Mechanical lag of linakge, air lines, etc – all contribute to needing pre-loading.

Cars with high forward momentum will need pre-loading to ensure the middle phase of the gearshift happens at the right time, when the dogs are fully dis-engaged.

Observe engine in full cut off, engine speed decelerating, but speed still increasing. The barrel has not turned at the right time (when the engine speed decelerated) and caught the previous gear deceleration side of the dog hanging the upshift up.

Pre-loading can be done with Torque Reduction Delay table, or if Shift Position is available, in full closed loop ->

Torque Reduction and Re-Introduction

Reduction in torque can be achieved many ways with fuel, ignition, or both cut tables. Retard tables. Rev matching cut functions, and even DBW target hijacking.

Different scenarios will call for different methods of reduction types.

On turbocharged engines, using too much cut may reduce exhaust energy affecting turbine speed.

Too much retard may increase exhaust energy

A global boost control comp for “Ignition Trims Total” is suggested

Re-Introduction of torque is critical to prevent drivetrain from clashing, bouncing on dogs (drive/decel), and creating excessive ringing in the driveline.

• Plotting/observing Engine Torque (requires tuned torque model) runtimes can help what the engine is doing during the shift quickly

• Using Shift Position channels in cut tables

  • Cut Recovery Time table functions off values in the cut table – if last value is “0” then recovery time has nothing to recover from
  • Tolerance Voltage in the Gear Volt input setup should be considered. Suggest using a lower tolerance voltage to control the ECU through the shift

Gearshift Setup

Gear Position Order

0: N123456

1: RN123456

2: 1N23456

This settings allows the ECU can determine the correct shift and half-shift sequence

Option 1: RN123456.

In some transmissions neutral is located half-way between R and 1st. To allow Neutral to be selected, the “Half-Shift” setting should be enabled.

NOTES:

** 1st -> Neutral will require a Half-Shift. (Downshift Solenoid will be modulated)

** Reverse -> Neutral will require a Half-Shift (Upshift Solenoid will be modulated)

** Neutral to reverse Half-Shift is not required as reverse gear is located at the end of the shift drum.

Option 2: 1N23456

In this configuration neutral is located half-way between 1st and 2nd. To allow Neutral to be selected, the “1st -> N Half-Shift” setting should be enabled.

NOTES:

** 1st -> Neutral will require a Half-Shift (Upshift Solenoid will be modulated)

** N -> 1st upshift request, the ECU will activate the downshift solenoid

** Neutral to 1st Half-Shift is not required as 1st gear is located at the end of the shift drum.

Gear Position Tracking

0: OFF

1: RPM/Speed Ratio

2: Gear Detection Voltage 2

3: InputShaft /Output Shaft Speed Ratio

Gearshift tracking feature helps reduce transmission damage by cross referencing two independent Gear positions at the start of a gearshift. The ECU uses the Main and Tracking Gear Positions to achieve this.

It is HIGHLY recommended to use this feature.

1. Main/Primary Gear Position: The Gear Position Voltage 1 Input channel is used.

2. Tracking Gear Position: This is selectable under this setting.

When the Main and Tracking Gear positions don’t match the actual Gear Position cannot be determined with absolute certainty. This can be caused by a sensor entering a Fault condition or an absolute tracking error.

To prevent transmission damage the following precautions are used:

1. The ECU requires the clutch to be depressed before a shift can occur. The ECU checks this condition by looking at the Clutch Switch Status or Clutch Pressure. The ECU will NOT upshift or downshift until the clutch is depressed.

2. The Gearshift runs in open-loop mode. The gearshift time is calculated from the “Fault Mode Cut Time” table and does not use the “next gear stable” strategy.

3. Rev-matching is disabled.

In the event the Main Gear position enters a Fault condition, the Tracking Gear position will be loaded as the main Gear Position.

NOTE: Gear Position Gear Tracking is always locked out in the following gears : R, N, 1st

Gear Tracking Clutch Pressure Threshold

When a Gear Position tracking error occurs the clutch pressure MUST exceed this setting before the ECU will allow a downshift or upshift.

NOTE: Clutch Pressure or Clutch Switch can be used but MUST be configured.

1st -> N Half-Shift Enable

0: OFF

1: ON

1. Neutral Gear Ordering RN12345 - Neutral placed half-way between R and 1st.

This setting allows the ECU to “Half-Shift” when selecting 1st -> Neutral. It does this by appling a PWM signal to the downshift solenoid with a user adjustable duty cycle and ramp rate

2. Neutral Gear Ordering 1N2345 - Neutral placed half-way between 1st and 2nd.

This setting allows the ECU to “Half-Shift” when selecting 1st -> Neutral. It does this by appling a PWM signal to the upshift solenoid with a user adjustable duty cycle and ramp rate

1st -> N Half-Shift Start Duty Cycle

Start Duty Cycle in Half Shift Mode applied to the gear solenoid. The solenoid used will depend on the Gear Position Order.

NOTE: The “Next Gear Timeout” can be overwritten in Half-Shift Mode by holding the Downshift Paddle. For a maximum of 2 seconds the Half-Shift mode will operate until the paddle is released. The Half-shift mode will switch OFF when next stable is reached overriding any paddle input.

Freq fixed at 20Hz

Typical Value = 50 %DC

Resolution 2.0%

1st -> N Half-Shift Ramp Rate

The Duty Cycle will be increased by this amount per cycle.

Typical Value = 4 %DC

Resolution 2.0%

Example:

Half-Shift Start Duty Cycle = 50.0%

Half-Shift Ramp Rate = 6.0%

1st PWM Pulse = 50% DC

2nd PWM Pulse =56% DC

3rd PWM Pulse = 62% DC

The PWM will be switched OFF when the next gear has been detected or when the paddle is released.

Maximum Time limited to 2 seconds.

1st -> N Half-Shift Max Duty Cycle

Maximum duty cycle allowed on the solenoid during Half-Shift operation.

Resolution 2.0%

1st -> N Half-Shift Duty Cycle - Opposite

Fixed Duty Cycle to be used on the opposing gearshift solenoid. This can be used as a “brake” and help prevent over rotation of the shift drum. This PWM runs in-phase with the “1st -> N: Half-Shift Start Duty Cycle” PWM signal.

0 = OFF

Typical Value = 10 %DC

Resolution 2.0%

Rev -> N Half-Shift Enable

0: OFF

1: ON

1. Neutral Gear Ordering RN12345 - Neutral placed half-way between R and 1st.

This setting allows the ECU to “Half-Shift” when selecting Reverse -> Neutral. It does this by appling a 20Hz PWM signal to the upshift solenoid with a user adjustable duty cycle and ramp rate.

Rev -> N Half-Shift Start Duty Cycle

Start Duty Cycle in Half Shift Mode applied to the gear solenoid. The solenoid used will depend on the Gear Position Order.

NOTE: The “Next Gear Timeout” can be overwritten in Half-Shift Mode by holding the Downshift Paddle. For a maximum of 2 seconds the Half-Shift mode will operate until the paddle is released. The Half-shift mode will switch OFF when next stable is reached overriding any paddle input.

Freq fixed at 20Hz

Typical Value = 50 %DC

Resolution 2.0%

Rev -> N Half-Shift Ramp Rate

The Duty Cycle will be increased by this amount per cycle.

Typical Value = 4 %DC

Resolution 2.0%

Example:

Half-Shift Start Duty Cycle = 50.0%

Half-Shift Ramp Rate = 6.0%

1st PWM Pulse = 50% DC

2nd PWM Pulse =56% DC

3rd PWM Pulse = 62% DC

The PWM will be switched OFF when the next gear has been detected or when the paddle is released.

Maximum Time limited to 2 seconds.

Rev -> N Half-Shift Max Duty Cycle

Maximum duty cycle allowed on the solenoid during Half-Shift operation.

Resolution 2.0%

Rev -> N Half-Shift Duty Cycle - Opposite

Fixed Duty Cycle to be used on the opposing gearshift solenoid. This can be used as a “brake” and help prevent over rotation of the shift drum. This PWM runs in-phase with the “Rev -> N: Half-Shift Start Duty Cycle” PWM signal.

0 = OFF

Typical Value = 10 %DC

Resolution 2.0%

Gearshift Upshift Status

0    Disabled    

1    Ready ...    

2    ON    

3    OFF - Min TPS     

4    OFF - Min RPM    

5    OFF - User     

6    OFF - Enable Table    

7    OFF - Min PPS     

8    OFF - Gearshift Status    

Upshift DBW Position

Upshift DBW Position

Sets the throttle position target that the DBW throttle will move to during the up shift.

This is an absolute position of the DBW Servo.

** This position will override other torque management functions regarding throttle control

Upshift Next Gear Solenoid Hold Time

Upshift Next Gear Solenoid Hold Time

This is the time the Solenoid stays ON once next gear stable has been achieved .

Resolution = 1ms

Upshift Next Gear Torque Recovery Delay

Upshift Next Gear Torque Recovery Delay

Rev-Match OFF

This is the time the Engine Cut/Ignition Retard stays active once Next Gear Stable has been achieved.

Rev-Match ON

This is the time the Rev-match cut and Ignition Retatd remains active once Next Gear Stable has been achieved.

Resolution = 1ms

Upshift Request Enable Table

Upshift Request Enable Table

The Table output must be Enabled allowing the UpShift request to be valid.

(set to 100 if not required)

0 = Shift Request Disabled

100 = Shift Request Enabled

50 = No Change

Upshift Rev-Match Enable Table

Upshift Rev-Match Enable Table

This table controls when the Rev-Match function is started.

0 = OFF

100 = ON

Any other value = no change

It is important the Rev-match RPM limiting starts AFTER the initial Torque Reduction Cut/Retard. This is because the Upshift Rev-Match RPM limit will be lower than the current Engine Speed and will most likely take %cut priority, preventing the initial Torque Reduction Cut/Retard from working as expected.

Upshift Rev-Match RPM Target Correction

Upshift Rev-Match RPM Target Correction

This table controls adjusts the Rev-Match RPM Target +/- in units of %.

Use this to raise or lower the Rev-Match RPM Target

Upshift Setup

Upshift Debounce Time

The Upshift Paddle must be held for this time for the request to be valid.

This setting prevents accidental requests in harsh Motorsport environments (vibration and vehicle harmonics).

Upshift Torque Reduction Type

0: Fuel Cut Only

1: Ign Cut Only

2: Fuel + Ign Cut

\

Upshift Ign Retard Mode

0: OFF

1: Offset

2: Percentage

Applies the Ignition Retard as either an Offset or Percentage of Current Ign Angle

Example: Current Ignition Angle = 20.0 BTDC

Offset = 15.0 Deg Retard.

Ignition Angle during Gear Cut is= 20.0 - 15.0 = 5.0 Deg BTDC

Percentage = 50.0 % Retard.

Ignition Angle During Cut := 20 - 50% x 20.0 = 10.0 Deg BTDC

Upshift Torque Reduction Min Time

The Upshift function works by initially applying Torque Reduction, before then entering the Rev-Matching phase controlled by the Rev-Match Enable Table.

This setting ensures the Torque Reduction is ALWAYS active at the start of the gearshift for the time entered before the Rev-Matching can occur.

Typcial value : 10 -20ms

Upshift Throttle Override

0: OFF

1: DBW 1 - Duration Table

2: DBW 1 - Function Controlled

This setting overrides the throttle on upshift .

Duration Table is Open Loop mode and used to control the length of time the DBW is controlled.

Function Controlled is Closed Loop so the Gearshift Function is used to control the length of time the DBW is controlled.

The goal is to reduce the airflow into the engine to match the engine speed of the requested upshift gear.

NOTE: The Rev-matching Limit setting can also be switched ON, which limits the engine the to correct rpm.

Upshift Rev-Matching Limit

Upshift Rev-matching Limit

Rev-matching Upshift Function will Limit the engine RPM to match the requested Upshift gear. The ECU uses Output shaft RPM and Transmission ratios between the current gear and requested gear to calculate a Rev-matched RPM Target.

i.e. Matching Transmission Input and Output speed referenced by Gear Ratio

NOTE 1: Output Shaft must be configured. This means Wheel Diameter and Final Drive ratios must be set correctly.

NOTE 2: The Gear Ratio Table MUST be completed for this function to operate correctly. See Vehicle Functions -> Vehicle Dynamics menu.

NOTE 3: It is important the Rev-match RPM limiting starts AFTER the initial Torque Reduction Cut/Retard. This is because the Upshift Rev-Match RPM limit will be lower than the current Engine Speed and will most likely take %cut priority, preventing the initial Torque Reduction Cut/Retard from working.

NOTE 4: Make sure the “Upshift Rev-Match RPM Target Correction” table is setup/initialised correctly

0: OFF

1: ON - Outputshaft Speed

2: ON - Outputshaft Speed Calculated

Upshift Rev-Match Cut Type

0: Fuel Cut Only

1: Ign Cut Only

2: Fuel + Ign Cut

Upshift Rev-Match Control Range (-/+)

Example:

Rev-match RPM Target = 4700

Min Cut = 0%

Max Cut = 95%

1. Range = +500 0RPM (Recommended)

Engine Speed: 4700 RPM = 0% Cut, 5300 RPM = 95% Cut

2. Range = -500 RPM

Engine Speed: 4700 RPM = 95% Cut, 4200 RPM = 0% Cut

Upshift Rev-Match Max %Cut Clamp

Percentage cut applied to the engine

at the end of the control range.

Upshift Next Gear Timeout

The Next Gear MUST be reached within this time forthe Upshift to be valid. If this does not occur the ECU willre-try the gear shift by the number of time set in the Upshift “Upshift Re-retry Count” Setting.

Time starts when Upshift Solenoid is switched ON.

Typical Value = 100ms

Upshift Re-Try Count

The number of time the ECU will re-attempt a failed Gear Shift.

ONLY Applies when Electronic(Paddle) mode selected

Typical Value = 3

Upshift Stacking Limit

Sets the maximum number of Upshift Requests

that can be stacked.

0 =OFF

Upshift Min Engine Speed

The Engine Speed MUST be greater than this

value for the UpShift request to be valid

0 = OFF

Upshift Min Throttle

The Throttle Position MUST be greater than

this value for the UpShift request to be valid

0 = OFF

Upshift Min Pedal

The Pedal Position 1 MUST be greater than

this value for the UpShift request to be valid

0 = OFF

Upshift User Enable

The User Channel when selected must be ON

for the UpShift request to be valid.

0: OFF

1: User Channel 1

2: User Channel 2

3: User Channel 3

4: User Channel 4

5: User Channel 5

6: User Channel 6

7: User Channel 7

8: User Channel 8

9: User Channel 9

10: User Channel 10

Upshift Force Hysteresis

Prevents Gearshift re-triggering.

Example:

Gear Force Positive = 8kg

Upshift Force Hysteresis = 60%

Upshift will be triggered when Gear Force > 8kg.

Once complete the Gear force will not be allowed to trigger the Gearshift until it falls below 60% of 8kg ..ie Force MUST be less than 3.2Kg (8- 4.8)

Upshift Throttle Duration

Upshift Throttle Duration

• Sets the Duration of the DBW throttle position change when Force is used

• Sets the Timeout of the DBW throttle position change when Paddle shift is used

** This position will override other torque management functions regarding throttle control

Upshift Torque Reduction Delay

Upshift Torque Reduction Delay

This is the length of time from when :

1. Upshift solenoid is switch ON (Electronic) OR

2. Force Threshold is exceeded (Mechanical)

to when the Engine Torque Reduction begins with Engine %Cutting and Ignition Retard.

Resolution = 1ms

** For Electronic Paddle Shift, this is used to pre-load the shift

Upshift Torque Reduction Ign/Fuel %Cut Level

Upshift Torque Reduction Ign/Fuel %Cut Level

This is the %cut applied when gear cut it active

Upshift Torque Reduction Ignition Retard

Upshift Torque Ignition Retard

This is the amount of Ignition Retard applied during the entire Upshift event

There are 2 modes :

• Offset (Deg)

• Percentage (%)

Re-Arm Delay

Re-arm Delay

Delay until the Gear Cut

can re-reactivated.

Min/Max Deviation From Initial Position Table

Min/Max Deviation From Initial Position Table

Allows the user to set the minimum and maximum deviation that can be used by the closed loop system.  

These parameters can be expanded into a 3D look up tables to provide greater accuracy regarding closed loop control.  

** These values are Duty Cycle when using a solenoid, Step counts if using a stepper motor, or Position if using DBW.  

Idle Closed Loop Control

Idle Closed Loop Control

** For DBW, it is advised to use a PI control strategy (put D-Gain at zero).  Also keep Idle PI Gains small.

See Plugin Sample Files for examples on these settings.

** For DBW, it is advised to use TMF mode for better closed loop control (see Idle Speed Tuning)

** If Idle Ignition Control is also ON, make sure the Idle Ignition I-Gain is set to zero so both Idle Ignition and Idle DBW systems are not fighting each other

Example : Do not have I-Gain active on both systems.

Idle PID Setup

Control Rate

The rate at which the PID control algorithm calculations are performed.

Typical : 10 Hz

Idle Deadband +/-

The output control signal is held constant when the Input Signal (RPM) falls within the deadband range of the Setpoint (Idle Target). This helps reduce steady state error and oscillations.

Typical : 20 RPM

RPM Filter

Filters the RPM signal to allow better PID control

Typical : 5

Integral Positive/Negative Clamp

Allows the user to set the minimum and maximum I gain compensation used by the closed loop system.  

Re-entry Delay

Delay once all lockouts are cleared before Closed Loop Idle Control becomes active.

** Will immediately become active if engine speed falls below the Target RPM

Idle Speed Control Configuration (TMF)

This section assumes the DBW has been configured and operating correctly.

The following steps should be used to configure the Idle Speed control system to work using Throttle Mass Flow.

1. Configure the Throttle Mass Flow Idle Speed Control output function type using the menu:

   Config -> Functions -> Function Output Setup -> Engine Functions Tab -> Idle Speed Control

Select either DBW 1 TMF or DBW 1 + 2 TMF

2. Configure the throttle body model using the menu: Tuning -> Engine Function -> Throttle Body Model -> Throttle Body Setup

   See Throttle Body Setup help topic for more information

3. Configure the Throttle Mass Flow model using the menu: Tuning -> Engine Function -> Throttle Body Model -> Throttle Mass Flow Setup

Step 1- Select the throttle mass flow enable type that is applicable to your configuration. Example: ON x 1 DBW Throttle Body

• TMF idle valve option is for TMF fuel model on cable throttle engines & is not applicable to DBW TMF idle speed control.
• The TMF idle valve size input is also only applicable to cable throttle TMF applications

Step 2 - Set Throttle 1 before plate pressure source

• If you intend to use TMF in areas other than idle, there should be a pressure sensor already fitted before the throttle plate and this should be selected.

  Example: Boost Pressure Sensor  
  
  In the case of only wanting to achieve TMF Idle Speed Control and there is no sensor fitted before the plate, simply select the internal       Barometric Pressure sensor. 
  
  Other more complicated methods are also available for advanced users..
  

Step 3. Set the Throttle 1 After Plate Pressure source. This is normally the MAP sensor

Step 4. Set the Throttle 1 Temperature source. This is normally set to charge temperature

Repeat for Throttle 2 if applicable

4. Throttle Body Area Table. See Throttle Body Setup help topic for more information

5. Confirm the Throttle Mass Flow calculations are operating, the data can be viewed from the Runtime menu (F3) -> Engine Data Calculated tab

Idle Speed Control Lockouts (TMF)

Idle speed control lockouts (TMF)

Tuning –> Engine Functions –> Idle Speed control –> Idle Speed Control lockouts (TMF)

TP1/PP1 Lockout

For TMF idle speed control, this is a Pedal Position 1 lockout target.

This feature uses a 0.5% hysteresis in its application.

Example: TP1/PP1 Lockout = 1.5%

PP1 < 1.5% Closed Loop becomes active

PP1 >= 2.0% Closed Loop goes into hold.

A typical value is 0.5% Pedal Position

Speed Channel

Used to define how the “Speed Lockout” is used.  

0: OFF

1: Drive Speed

2: Ground Speed

3: Drive Speed Front L

4: Drive Speed Front R

5: Drive Speed Rear L

6: Drive Speed Rear R

7: Undriven Speed Front L

8: Undriven Speed Front R

9: Undriven Speed Rear L

10: Undriven Speed Rear R

11: Front Axle Speed

12: Rear Axle Speed

13: Vehicle Speed

**** Speed inputs must be defined and properly calibrated under “Input Setup”**

Speed Lockout

Locks out Idle Speed Control when the speed is greater than or equal to this value (KPH).

A typical value is 5.0

Note: A Speed Channel must be defined to function

Idle Target Tracking RPM Range

The engine speed must fall to the Idle Target + Idle Target Tracking RPM Range. This is the rpm threshold for TMF idle speed control activation.

Example:

Idle Target rpm (Plus any Offsets applied) = 800

Idle Target Tracking RPM Range = 350

TMF Idle Speed Control will become active when the engine speed falls to equal 1150 RPM.

A typical vale is 350 RPM

Idle Target Tracking Decay – Neutral

This function sets the rate of decay to idle in rpm per second that the engine speed reduction is applied once the engine speed is within the Idle Target Tracking RPM Range and the transmission is regarded to be in Neutral

A typical value is 250 rpm/sec

Idle Target Tracking Decay – In Gear

This function sets the rate of decay to idle in rpm per second that the engine speed reduction is applied once the engine speed is within the Idle Target Tracking RPM Range and the transmission is regarded to be in Gear

A typical value is 250 rpm/sec

Idle Speed Control Lockouts

Idle Speed Lockouts

TP1/PP1 Lockout

% below in which Idle Speed Control system becomes active.  

• Throttle Position 1 used on Solenoid and Stepper systems

• Pedal Position 1 used on DBW systems

Speed Channel

Used to define how the “Speed Lockout” is used.  

0: OFF

1: Drive Speed

2: Ground Speed

3: Drive Speed Front L

4: Drive Speed Front R

5: Drive Speed Rear L

6: Drive Speed Rear R

7: Undriven Speed Front L

8: Undriven Speed Front R

9: Undriven Speed Rear L

10: Undriven Speed Rear R

11: Front Axle Speed

12: Rear  Axle Speed

13: Vehicle Speed

** Speed inputs must be defined and properly calibrated under “Input Setup”

Speed Lockout

Locks out Idle Speed Control when the speed is greater than or equal to this value (KPH).

Typical : 5.0

** Speed Channel must be defined.  

Idle Range Lockout

The engine speed must fall below the Idle Target + Idle Range Lockout before Idle Speed Control becomes active.

Example:

Idle Target = 800 (set from Idle Speed Control menu)

Idle Range Lockout = 400.

Idle Speed Control will become active when the engine speed falls below 1200 RPM.

Typical: 400 RPM

Idle Speed Control Setup (TMF)

Idle speed control Setup (TMF)

Tuning –> Engine Functions –> Idle Speed control –> Idle Speed Control setup (TMF)

Control method

Used to select either Open or Closed Loop.

Open Loop mode is generally used to setup initial settings before using Closed Loop mode.

0: Open Loop

1: Closed Loop

** Closed Loop applies PID functions to Idle Feed Forward

** Idle Feed Forward is derived from Idle Initial Position + any comp tables

Start-up idle hold time:

How long the ECU is required to remain at the predetermined flare rpm on start up.

This additional rpm target is added in the Start-up Offset target Table

The additional air flow required to allow this to occur correctly is added in the Idle Speed Control - Initial position table (g/s) at the required idle speed at the given temperature.

Please note: The Initial position table when in open loop mode is just that, the initial position in g/s of airflow that the engine will target. Once closed loop TMF idle control is activated, the Idle Speed Control – Initial Position Table (g/s) becomes the feed forward table for TMF closed loop idle. It is no longer an initial position, rather it is an expected value that feeds into the TMF idle speed PID control strategy. The values to be set in this table are arrived at when using the TMF Idle speed control in Open Loop control much as one would with Open & Closed Loop Boost control (See Idle Speed Control – Initial Position Table (g/s)

Start-up idle decay rate:

This function sets the rate of decay to idle in rpm per second that engine speed reduction is applied; from the start up offset target rpm (Flare) to the idle target rpm once the engine is running and the start-up idle hold time has expired (See above)

Throttle area demand (idle) clamp:

The throttle area clamp is a safety feature that prevents the DBW servo from exceeding a set throttle body area percentage at idle and prevents unintended values when calibrating the function.

This value is directly related to the values previously imputed into the Throttle body area table

A typical value is 10% - this refers to 10% throttle area, not DBW servo position or TPS

See Throttle body set up – throttle body area table

Min Throttle area blend pedal to idle:

This is the threshold below which the Pedal Throttle Area Demand starts to blend

into the Idle Throttle Area Demand

A typical value is 6% area

See: Pedal to throttle area demand translation table

Idle Speed Control Setup

Idle Speed Control Setup

Control Method

Used to select either Open or Closed Loop.

Open Loop mode is generally used to setup initial settings before using Closed Loop mode.

0: Open Loop

1: Closed Loop

** Closed Loop applies PID functions to Idle Feed Forward

** Idle Feed Forward is derived from Idle Initial Position + any comp tables

Startup Idle Hold Time

Time delay before idle speed control is active after startup

Startup Idle Decay Rate

Decay rate (in RPM/sec) after Startup Idle Hold Time expires

Stepper Direction

Used to set polarity of the stepper motor.

0: Normal

1: Reversed

Stepper Position Full Reset

Used to reset the stepper motor to its fully closed position. When set to ON the ECU will command the stepper motor to move 200 steps. Once complete the motor is returned to its default position.

This setting should be used on first installation when the position of the stepper motor is unknown.

Can be switched back to OFF at any time without effecting stepper motor operation.

0: OFF

1: ON

Stepper Reset

When set to Key-On the ECU will command the stepper motor to move 200 steps fully closed at Key-On.

Once completed the motor is returned to its default position.

The Key-OFF option requires the ECU EFI Relay control on be connected and working correctly (recommended).

0: Key-ON

1: Key-OFF

Idle Speed Control

Idle Speed Control

The following calculated run times are generated by Emtron that are Ide Speed Control related (to be further discussed more specifically):

Idle Target         –     Current Target Idle Speed

Idle Position        -    Current Live Idle Position

Idle Target Error         -     Error from Target Idle Speed 

Idle Position Base     -     Base Position of Idle Speed (%/Steps)

Idle Position Flow Target    -     Flow Target when using Idle TMF mode (g/second)

Throttle Area - Idle     –     Idle Throttle Area %  

Pedal Position 1        –     Pedal Position 

Idle Target Offsets (grp)    –     Offsets to Idle Target (RPM)

Idle Comps (group)     –     Offsets to Idle Position (%/Steps)

Idle Status         –     Current status of Idle Speed Control

Idle PID Status        -    Status of Idle Speed Control Closed Loop PID 

Idle P, I, and D        -    Proportional, Integral, and Derivative live data from Closed Loop 

Idle Feed Forward    -    Feed forward position for Idle Speed Closed Loop Control 

Idle Speed Control Function Setup

Emtron has eight methods of Idle Speed Control

• Config, Function Setup, Idle Speed Control

2 Wire Idle Solenoid

Configure one output for control

3 Wire Idle Solenoid

Configure two outputs for control (Main/Slave)

Bipolar Stepper

Configure four outputs for control

Unipolar Stepper

Configure four outputs for control

DBW 1

No outputs, as the function takes over DBW positioning (raw position)

DBW 1+2

No outputs, as the function takes over DBW 1+2 positioning (raw position)

DBW 1 TMF

No outputs, as the function takes over DBW positioning (Throttle Mass Flow target)

DBW 1+2 TMF

No outputs, as the function takes over DBW 1+2 positioning (Throttle Mass Flow target)

** Idle Throttle Mass Flow (TMF) Setup

Use the “Tuning View -> Engine Functions -> Throttle Body Model” menu to config the Throttle Mass Flow settings. As TMF uses the pressure before and after the throttle plate, these pressure references in this menu must be setup correctly. See Idle Speed Tuning

Idle Speed Tuning Guide

Idle Speed Tuning Guide

Idle Speed Tuning

Idle Speed Control in Emtune has comprehensive functions. There are a multiple tuning parameters, target, and position compensations.

Ignition timing is a contributing factor to engine idle speed. Please make sure you have reasonable timing being commanded by the ECU to make idle speed configuration go smoothly and function consistently.

** If planning to use idle ignition control, the static value for tuning idle speed should be in between the working range of the idle ignition control for both systems to be affective.

Example: Idle Ignition Clamp 0-25 degrees.  Lock timing at 12.5 degrees.  

Commanding ignition timing off the main ignition table is recommended for first startup of an engine. The values in the main table can later be edited once functions (like Idle Ignition Control) are subsequently added.

Tuning Idle Speed Control

Regardless of the system being used, starting idle speed control in open loop is best.

Initial Position:

Tuning -> Engine Functions -> Idle Speed Control -> Initial Position Table

This is the feed forward position for the idle speed control.

The value in this table is constant regardless of idle speed lockouts, except if DBW or DBW TMF modes.

** Initial Position can always be compensated by Position Offsets

Example:     Idle Target = 800rpm

         Idle Position = 37.5% (with closed loop enabled)

Idle speed is then locked out due to throttle position and engine speed (10%TP, 3000PRM)

Initial Position = 40%

Idle Position = 40% until lockouts are satisfied (engine rpm, TP, etc)

Units in this table vary depending on the Idle Speed Control method used,

IE - Stepper count for stepper motor, Duty cycle for solenoid, DBW position, or Target Throttle Mass Flow

It is recommended to configure one of the axes of the Initial Position table to an Idle Target Speed (Main Idle Target, see below).

Initial Position can be compensated several ways under:

Tuning -> Engine Functions -> Idle Speed Control -> Position Offsets

** Position compensations (comp tables) add/subtract to the initial position

** This is the feed forward if closed loop control is used

Main Idle Target:

Tuning -> Engine Functions -> Idle Speed Control -> Main Idle Target Table

This table allows you to build an idle target speed in RPM

Like all Emtron tables, different runtimes are available for axis configuration making the system very flexible.

** This table is active if the Idle Ignition Control function is turned on as well.

Once you have a base set up for initial position and main idle target, match the initial position to target idle speed during different engine environmental conditions (most commonly engine temperature).

With this properly configured, going back to the Main Idle Target Table in different operating conditions should make the engine speed change and match the target accordingly.

** A good open loop configuration is the basis for enabling Closed Loop Control.

Main Idle Target can be adjusted by several offset tables under:

Tuning -> Engine Functions -> Idle Speed Control -> Target Offsets

Closed Loop Control

Depending on the system being used, closed loop settings will vary. Basic PID tuning principles apply.

See specific examples below for notes on individual systems regarding Closed Loop (when applicable)

2 Wire Idle Solenoid

A Two Wire Idle solenoid is generally supplied power and the ECU Aux Output pulse the other pin to open the valve.

Units in position tables are in %Duty

Typical frequencies for 2 Wire Idle Solenoids are 50-250hz

Closed loop:

2 Wire Idle Solenoids often have a default air bleed position when they are not powered (failure position). The min and max deviation from the initial position when using closed loop must be carefully configured so the idle valve does not fall into those ranges while the engine is running. Otherwise the idle engine speed will not be able to be controlled.

Example:

0-20% = default position air/bleed. At 0% (same as being powered off), the idle valve is flowing air through the mechanical default air bleed to prevent engine stall. It then closes completely at 20%.

20-100% re-opens the idle valve with precision. This is the range the ECU must operate in for good idle speed control.

3 Wire Idle Solenoid

A 3 Wire Idle solenoid is generally supplied power from the EFI Relay circuit and the ECU Aux Outputs pulse the second and third extra pins to open and close the valve.

The Idle Speed Solenoid output should be the opening winding.

The Idle Slave Solenoid output should be the closing winding.

Units in position tables are in %Duty

The ECU mirrors the opposite of the opening duty on the slave channel (closing wining), providing more accurate open loop positioning vs 2 wire idle solenoids.

IE –

Idle Speed Solenoid Output 75%

Idle Slave Solenoid Output 25%

Idle Speed Solenoid Output 30%

Idle Slave Solenoid Output 70%

The frequency of the valve is configured in output setup (See Idle Speed Setup).

Typical frequencies for 3 Wire Idle Solenoids are 50-250hz

Bi-Polar/Uni-Polar Stepper Motor

DC Stepper Motors convert rotation into step counts which the ECU can move incrementally to change the amount of air bleeding around the closed throttle. See wiring guides regarding wiring different types of stepper motors.

Units in position tables are in Steps from Closed position

** Stepper Valves have extra settings such as “Closed position is reset either at Key On/Off” under:

Tuning -> Engine Functions -> Idle Speed Control -> Idle Speed Control Setup

DBW (1, 1 + 2)

When set to DBW 1, or DBW 1+2, the ECU will use the DBW motor position to control idle speed of the engine.

Units in position tables are in raw DBW position.

** DBW Control must be fully configured

** DBW PID must be set up accurately to ensure precision during Idle Speed due to the air flow being very sensitive to airflow vs DBW position (especially with a large throttle body).

Setting Initial Position Table

A good way to initially set up DBW motor position is recommended to lockout idle speed completely and work off the Pedal to Throttle Demand Table:

Tuning -> Engine Functions -> Torque Management -> Pedal to Throttle Demand Translation Table

Once the engine is idling at the appropriate RPM, use Runtimes to look at what the raw DBW position/Throttle Position to populate the Initial Position Table.

Initial Position built off above examples at operating temperature. Estimation for extra air flow can be extrapolated regarding colder temps and blended as shown (must be checked on cold start).

** Position is much more sensitive to air flow than solenoids or stepper motors

Transitioning smoothly from Idle Speed to Pedal Demand

Because the Idle Speed Control Initial Position is controlling the DBW target, when the idle speed control is locked out (pedal is pushed), the DBW target will transition back into the Pedal to Throttle Demand Table. It is important to have a minimum position that corresponds to somewhere close to the idle Initial Position. If 0% (or a lower number than Idle Initial Position) is targeted in the Pedal Demand Table, the engine may stall/stumble due to lack of airflow.

Initial Position Highlighted

Pedal Demand Highlighted

** Throttle Body Area Table is 1:1 in this example

** If Throttle Body Area is worked out, then Pedal to Throttle Demand Translation Table will not match DBW initial position, and the raw position needed will need to be matched vs Throttle Body Area

** If Throttle Body Area Table is worked out, then Idle Speed Control mode should be DBW 1/1 + 2 TMF

Closed loop:

Using Closed Loop Control with DBW Idle Speed Control (%TP/%DBW Servo Posn) requires much less aggressive PID settings and limits. The reason for this is only a small change to the DBW position is needed to make a large affect on airflow.

For initial setup use the following PID settings:

Proportional Gain Table = 0.00

Integral Gain Table = 0.025

Derivative Gain Table = 0.00

Min/Max Deviation from Initial Position Table = +/- 1%

The above settings will limit how quickly the Closed Loop will change the initial position, and limit how far the throttle can be moved from the initial position.

** Final settings will probably have less minimum deviation than max deviation for Anti-Stall functions

Idle Speed Tuning Guide

Idle Speed Tuning Guide

Idle Speed Tuning

Idle Speed Control in Emtune has comprehensive functions. There are a multiple tuning parameters, target, and position compensations.

Ignition timing is a contributing factor to engine idle speed. Please make sure you have reasonable timing being commanded by the ECU to make idle speed configuration go smoothly and function consistently.

** If planning to use idle ignition control, the static value for tuning idle speed should be in between the working range of the idle ignition control for both systems to be affective.

Example: Idle Ignition Clamp 0-25 degrees.  Lock timing at 12.5 degrees.  

Commanding ignition timing off the main ignition table is recommended for first startup of an engine. The values in the main table can later be edited once functions (like Idle Ignition Control) are subsequently added.

Tuning Idle Speed Control

Regardless of the system being used, starting idle speed control in open loop is best.

Initial Position:

Tuning -> Engine Functions -> Idle Speed Control -> Initial Position Table

This is the feed forward position for the idle speed control.

The value in this table is constant regardless of idle speed lockouts, except if DBW or DBW TMF modes.

** Initial Position can always be compensated by Position Offsets

Example:     Idle Target = 800rpm

         Idle Position = 37.5% (with closed loop enabled)

Idle speed is then locked out due to throttle position and engine speed (10%TP, 3000PRM)

Initial Position = 40%

Idle Position = 40% until lockouts are satisfied (engine rpm, TP, etc)

Units in this table vary depending on the Idle Speed Control method used,

IE - Stepper count for stepper motor, Duty cycle for solenoid, DBW position, or Target Throttle Mass Flow

It is recommended to configure one of the axes of the Initial Position table to an Idle Target Speed (Main Idle Target, see below).

Initial Position can be compensated several ways under:

Tuning -> Engine Functions -> Idle Speed Control -> Position Offsets

** Position compensations (comp tables) add/subtract to the initial position

** This is the feed forward if closed loop control is used

Main Idle Target:

Tuning -> Engine Functions -> Idle Speed Control -> Main Idle Target Table

This table allows you to build an idle target speed in RPM

Like all Emtron tables, different runtimes are available for axis configuration making the system very flexible.

** This table is active if the Idle Ignition Control function is turned on as well.

Once you have a base set up for initial position and main idle target, match the initial position to target idle speed during different engine environmental conditions (most commonly engine temperature).

With this properly configured, going back to the Main Idle Target Table in different operating conditions should make the engine speed change and match the target accordingly.

** A good open loop configuration is the basis for enabling Closed Loop Control.

Main Idle Target can be adjusted by several offset tables under:

Tuning -> Engine Functions -> Idle Speed Control -> Target Offsets

Closed Loop Control

Depending on the system being used, closed loop settings will vary. Basic PID tuning principles apply.

See specific examples below for notes on individual systems regarding Closed Loop (when applicable)

2 Wire Idle Solenoid

A Two Wire Idle solenoid is generally supplied power and the ECU Aux Output pulse the other pin to open the valve.

Units in position tables are in %Duty

Typical frequencies for 2 Wire Idle Solenoids are 50-250hz

Closed loop:

2 Wire Idle Solenoids often have a default air bleed position when they are not powered (failure position). The min and max deviation from the initial position when using closed loop must be carefully configured so the idle valve does not fall into those ranges while the engine is running. Otherwise the idle engine speed will not be able to be controlled.

Example:

0-20% = default position air/bleed. At 0% (same as being powered off), the idle valve is flowing air through the mechanical default air bleed to prevent engine stall. It then closes completely at 20%.

20-100% re-opens the idle valve with precision. This is the range the ECU must operate in for good idle speed control.

3 Wire Idle Solenoid

A 3 Wire Idle solenoid is generally supplied power from the EFI Relay circuit and the ECU Aux Outputs pulse the second and third extra pins to open and close the valve.

The Idle Speed Solenoid output should be the opening winding.

The Idle Slave Solenoid output should be the closing winding.

Units in position tables are in %Duty

The ECU mirrors the opposite of the opening duty on the slave channel (closing wining), providing more accurate open loop positioning vs 2 wire idle solenoids.

IE –

Idle Speed Solenoid Output 75%

Idle Slave Solenoid Output 25%

Idle Speed Solenoid Output 30%

Idle Slave Solenoid Output 70%

The frequency of the valve is configured in output setup (See Idle Speed Setup).

Typical frequencies for 3 Wire Idle Solenoids are 50-250hz

Bi-Polar/Uni-Polar Stepper Motor

DC Stepper Motors convert rotation into step counts which the ECU can move incrementally to change the amount of air bleeding around the closed throttle. See wiring guides regarding wiring different types of stepper motors.

Units in position tables are in Steps from Closed position

** Stepper Valves have extra settings such as “Closed position is reset either at Key On/Off” under:

Tuning -> Engine Functions -> Idle Speed Control -> Idle Speed Control Setup

DBW (1, 1 + 2)

When set to DBW 1, or DBW 1+2, the ECU will use the DBW motor position to control idle speed of the engine.

Units in position tables are in raw DBW position.

** DBW Control must be fully configured

** DBW PID must be set up accurately to ensure precision during Idle Speed due to the air flow being very sensitive to airflow vs DBW position (especially with a large throttle body).

Setting Initial Position Table

A good way to initially set up DBW motor position is recommended to lockout idle speed completely and work off the Pedal to Throttle Demand Table:

Tuning -> Engine Functions -> Torque Management -> Pedal to Throttle Demand Translation Table

Once the engine is idling at the appropriate RPM, use Runtimes to look at what the raw DBW position/Throttle Position to populate the Initial Position Table.

Initial Position built off above examples at operating temperature. Estimation for extra air flow can be extrapolated regarding colder temps and blended as shown (must be checked on cold start).

** Position is much more sensitive to air flow than solenoids or stepper motors

Transitioning smoothly from Idle Speed to Pedal Demand

Because the Idle Speed Control Initial Position is controlling the DBW target, when the idle speed control is locked out (pedal is pushed), the DBW target will transition back into the Pedal to Throttle Demand Table. It is important to have a minimum position that corresponds to somewhere close to the idle Initial Position. If 0% (or a lower number than Idle Initial Position) is targeted in the Pedal Demand Table, the engine may stall/stumble due to lack of airflow.

Initial Position Highlighted

Pedal Demand Highlighted

** Throttle Body Area Table is 1:1 in this example

** If Throttle Body Area is worked out, then Pedal to Throttle Demand Translation Table will not match DBW initial position, and the raw position needed will need to be matched vs Throttle Body Area

** If Throttle Body Area Table is worked out, then Idle Speed Control mode should be DBW 1/1 + 2 TMF

Closed loop:

Using Closed Loop Control with DBW Idle Speed Control (%TP/%DBW Servo Posn) requires much less aggressive PID settings and limits. The reason for this is only a small change to the DBW position is needed to make a large affect on airflow.

For initial setup use the following PID settings:

Proportional Gain Table = 0.00

Integral Gain Table = 0.025

Derivative Gain Table = 0.00

Min/Max Deviation from Initial Position Table = +/- 1%

The above settings will limit how quickly the Closed Loop will change the initial position, and limit how far the throttle can be moved from the initial position.

** Final settings will probably have less minimum deviation than max deviation for Anti-Stall functions

DBW (1 TMF, 1 + 2 TMF)

When set to DBW 1 TMF, or DBW 1+2 TMF, the ECU will use the DBW motor position to control idle speed of the engine based on a target Throttle Mass Flow of air. For DBW applications, this function is superior to any other type of idle speed control, especially with the closed loop function.

Units in position tables are in raw grams per second (g/s).

** DBW Control must be fully configured

** DBW PID must be set up accurately to ensure precision during Idle Speed due to the air flow being very sensitive to airflow vs DBW position (especially with a large throttle body).

Setting Initial Position Table

Since Throttle Mass Flow is the target, The Throttle Body Area table must be configured in the Throttle Body Model. Because that function needs to be tuned previously, setting the throttle target at a static number, or using regular DBW Idle Speed mode to get the engine running/idling may be a good start.

Tuning -> Engine Functions -> Throttle Body Model -> Throttle Body Area Table

Once the throttle area is worked out (see Throttle Mass Flow), the ECU will generate Throttle Mass Flow runtimes.

This is the expected airflow in g/s for the engine at a given idle rpm & temperature. A channel Air Mass Final – Flow g/s, generates the actual airflow consumed by the engine.

Use this runtime to help set the values in this table. The more accurate this table is, the better the closed loop idle control will function

Transitioning smoothly from Idle Speed to Pedal Demand

Because the Idle Speed Control is targeting a Throttle Mass Flow, the transition to Pedal Demand is much easier.

** Works best if Throttle Area is correct

Idle Target Tracking RPM Range and Decay

Tuning -> Engine Functions -> Idle Speed Control -> Idle Speed Control Lockouts (TMF)

When using TMF for Idle Speed Control, some extra settings are available to make the Idle Speed Control even more flexible.

Idle Target Tracking RPM Range raises the idle target when locked out until the Idle Speed Lockouts are satisfied again. This adds somewhat of a “dashpot” function to the system as if your Target Mass Flow is RPM based (like the above example), the Idle Speed will go to the Idle Speed Target PLUS the Target Tracking RPM.

Idle Target Tracking Decay then subsequently removes the Target Tracking Range in RPM/second

Good staring numbers are as follows:

Idle Target Tracking RPM Range = 100

Idle Target Tracking Decay = 25

Closed loop:

TMF Closed Loop control is superior to standard DBW Position Idle Control due to higher resolution targeting Mass Flow vs small DBW position changes.

For initial setup use the following PID settings:

Proportional Gain Table = 0.50

Integral Gain Table = 0.050

Derivative Gain Table = 0.25

Min/Max Deviation from Initial Position Table = +/- 3.00g/s

Idle Speed Tuning Guide

Idle Speed Tuning Guide

Idle Speed Tuning

Idle Speed Control in Emtune has comprehensive functions. There are a multiple tuning parameters, target, and position compensations.

Ignition timing is a contributing factor to engine idle speed. Please make sure you have reasonable timing being commanded by the ECU to make idle speed configuration go smoothly and function consistently.

** If planning to use idle ignition control, the static value for tuning idle speed should be in between the working range of the idle ignition control for both systems to be affective.

Example: Idle Ignition Clamp 0-25 degrees.  Lock timing at 12.5 degrees.  

Commanding ignition timing off the main ignition table is recommended for first startup of an engine. The values in the main table can later be edited once functions (like Idle Ignition Control) are subsequently added.

Tuning Idle Speed Control

Regardless of the system being used, starting idle speed control in open loop is best.

Initial Position:

Tuning -> Engine Functions -> Idle Speed Control -> Initial Position Table

This is the feed forward position for the idle speed control.

The value in this table is constant regardless of idle speed lockouts, except if DBW or DBW TMF modes.

** Initial Position can always be compensated by Position Offsets

Example:     Idle Target = 800rpm

         Idle Position = 37.5% (with closed loop enabled)

Idle speed is then locked out due to throttle position and engine speed (10%TP, 3000PRM)

Initial Position = 40%

Idle Position = 40% until lockouts are satisfied (engine rpm, TP, etc)

Units in this table vary depending on the Idle Speed Control method used,

IE - Stepper count for stepper motor, Duty cycle for solenoid, DBW position, or Target Throttle Mass Flow

It is recommended to configure one of the axes of the Initial Position table to an Idle Target Speed (Main Idle Target, see below).

Initial Position can be compensated several ways under:

Tuning -> Engine Functions -> Idle Speed Control -> Position Offsets

** Position compensations (comp tables) add/subtract to the initial position

** This is the feed forward if closed loop control is used

Main Idle Target:

Tuning -> Engine Functions -> Idle Speed Control -> Main Idle Target Table

This table allows you to build an idle target speed in RPM

Like all Emtron tables, different runtimes are available for axis configuration making the system very flexible.

** This table is active if the Idle Ignition Control function is turned on as well.

Once you have a base set up for initial position and main idle target, match the initial position to target idle speed during different engine environmental conditions (most commonly engine temperature).

With this properly configured, going back to the Main Idle Target Table in different operating conditions should make the engine speed change and match the target accordingly.

** A good open loop configuration is the basis for enabling Closed Loop Control.

Main Idle Target can be adjusted by several offset tables under:

Tuning -> Engine Functions -> Idle Speed Control -> Target Offsets

Closed Loop Control

Depending on the system being used, closed loop settings will vary. Basic PID tuning principles apply.

See specific examples below for notes on individual systems regarding Closed Loop (when applicable)

2 Wire Idle Solenoid

A Two Wire Idle solenoid is generally supplied power and the ECU Aux Output pulse the other pin to open the valve.

Units in position tables are in %Duty

Typical frequencies for 2 Wire Idle Solenoids are 50-250hz

Closed loop:

2 Wire Idle Solenoids often have a default air bleed position when they are not powered (failure position). The min and max deviation from the initial position when using closed loop must be carefully configured so the idle valve does not fall into those ranges while the engine is running. Otherwise the idle engine speed will not be able to be controlled.

Example:

0-20% = default position air/bleed. At 0% (same as being powered off), the idle valve is flowing air through the mechanical default air bleed to prevent engine stall. It then closes completely at 20%.

20-100% re-opens the idle valve with precision. This is the range the ECU must operate in for good idle speed control.

3 Wire Idle Solenoid

A 3 Wire Idle solenoid is generally supplied power from the EFI Relay circuit and the ECU Aux Outputs pulse the second and third extra pins to open and close the valve.

The Idle Speed Solenoid output should be the opening winding.

The Idle Slave Solenoid output should be the closing winding.

Units in position tables are in %Duty

The ECU mirrors the opposite of the opening duty on the slave channel (closing wining), providing more accurate open loop positioning vs 2 wire idle solenoids.

IE –

Idle Speed Solenoid Output 75%

Idle Slave Solenoid Output 25%

Idle Speed Solenoid Output 30%

Idle Slave Solenoid Output 70%

The frequency of the valve is configured in output setup (See Idle Speed Setup).

Typical frequencies for 3 Wire Idle Solenoids are 50-250hz

Bi-Polar/Uni-Polar Stepper Motor

DC Stepper Motors convert rotation into step counts which the ECU can move incrementally to change the amount of air bleeding around the closed throttle. See wiring guides regarding wiring different types of stepper motors.

Units in position tables are in Steps from Closed position

** Stepper Valves have extra settings such as “Closed position is reset either at Key On/Off” under:

Tuning -> Engine Functions -> Idle Speed Control -> Idle Speed Control Setup

DBW (1, 1 + 2)

When set to DBW 1, or DBW 1+2, the ECU will use the DBW motor position to control idle speed of the engine.

Units in position tables are in raw DBW position.

** DBW Control must be fully configured

** DBW PID must be set up accurately to ensure precision during Idle Speed due to the air flow being very sensitive to airflow vs DBW position (especially with a large throttle body).

Setting Initial Position Table

A good way to initially set up DBW motor position is recommended to lockout idle speed completely and work off the Pedal to Throttle Demand Table:

Tuning -> Engine Functions -> Torque Management -> Pedal to Throttle Demand Translation Table

Once the engine is idling at the appropriate RPM, use Runtimes to look at what the raw DBW position/Throttle Position to populate the Initial Position Table.

Initial Position built off above examples at operating temperature. Estimation for extra air flow can be extrapolated regarding colder temps and blended as shown (must be checked on cold start).

** Position is much more sensitive to air flow than solenoids or stepper motors

Transitioning smoothly from Idle Speed to Pedal Demand

Because the Idle Speed Control Initial Position is controlling the DBW target, when the idle speed control is locked out (pedal is pushed), the DBW target will transition back into the Pedal to Throttle Demand Table. It is important to have a minimum position that corresponds to somewhere close to the idle Initial Position. If 0% (or a lower number than Idle Initial Position) is targeted in the Pedal Demand Table, the engine may stall/stumble due to lack of airflow.

Initial Position Highlighted

Pedal Demand Highlighted

** Throttle Body Area Table is 1:1 in this example

** If Throttle Body Area is worked out, then Pedal to Throttle Demand Translation Table will not match DBW initial position, and the raw position needed will need to be matched vs Throttle Body Area

** If Throttle Body Area Table is worked out, then Idle Speed Control mode should be DBW 1/1 + 2 TMF

Closed loop:

Using Closed Loop Control with DBW Idle Speed Control (%TP/%DBW Servo Posn) requires much less aggressive PID settings and limits. The reason for this is only a small change to the DBW position is needed to make a large affect on airflow.

For initial setup use the following PID settings:

Proportional Gain Table = 0.00

Integral Gain Table = 0.025

Derivative Gain Table = 0.00

Min/Max Deviation from Initial Position Table = +/- 1%

The above settings will limit how quickly the Closed Loop will change the initial position, and limit how far the throttle can be moved from the initial position.

** Final settings will probably have less minimum deviation than max deviation for Anti-Stall functions

DBW (1 TMF, 1 + 2 TMF)

When set to DBW 1 TMF, or DBW 1+2 TMF, the ECU will use the DBW motor position to control idle speed of the engine based on a target Throttle Mass Flow of air. For DBW applications, this function is superior to any other type of idle speed control, especially with the closed loop function.

Units in position tables are in raw grams per second (g/s).

** DBW Control must be fully configured

** DBW PID must be set up accurately to ensure precision during Idle Speed due to the air flow being very sensitive to airflow vs DBW position (especially with a large throttle body).

Setting Initial Position Table

Since Throttle Mass Flow is the target, The Throttle Body Area table must be configured in the Throttle Body Model. Because that function needs to be tuned previously, setting the throttle target at a static number, or using regular DBW Idle Speed mode to get the engine running/idling may be a good start.

Tuning -> Engine Functions -> Throttle Body Model -> Throttle Body Area Table

Once the throttle area is worked out (see Throttle Mass Flow), the ECU will generate Throttle Mass Flow runtimes.

This is the expected airflow in g/s for the engine at a given idle rpm & temperature. A channel Air Mass Final – Flow g/s, generates the actual airflow consumed by the engine.

Use this runtime to help set the values in this table. The more accurate this table is, the better the closed loop idle control will function

Transitioning smoothly from Idle Speed to Pedal Demand

Because the Idle Speed Control is targeting a Throttle Mass Flow, the transition to Pedal Demand is much easier.

** Works best if Throttle Area is correct

Idle Target Tracking RPM Range and Decay

Tuning -> Engine Functions -> Idle Speed Control -> Idle Speed Control Lockouts (TMF)

When using TMF for Idle Speed Control, some extra settings are available to make the Idle Speed Control even more flexible.

Idle Target Tracking RPM Range raises the idle target when locked out until the Idle Speed Lockouts are satisfied again. This adds somewhat of a “dashpot” function to the system as if your Target Mass Flow is RPM based (like the above example), the Idle Speed will go to the Idle Speed Target PLUS the Target Tracking RPM.

Idle Target Tracking Decay then subsequently removes the Target Tracking Range in RPM/second

Good staring numbers are as follows:

Idle Target Tracking RPM Range = 100

Idle Target Tracking Decay = 25

Closed loop:

TMF Closed Loop control is superior to standard DBW Position Idle Control due to higher resolution targeting Mass Flow vs small DBW position changes.

For initial setup use the following PID settings:

Proportional Gain Table = 0.50

Integral Gain Table = 0.050

Derivative Gain Table = 0.25

Min/Max Deviation from Initial Position Table = +/- 3.00g/s

Idle Valve Area Table

Idle Valve Area Table %

Tuning –> Engine Functions –> Throttle Body Model –> Idle Valve Area Table %

When Throttle Mass Flow is utilized without a DBW throttle - I.E: 3: ON x1 Cable Throttle Body

The area of the idle valve needs to be accounted for in the TMF calculation.

The Idle Valve Area Table % allows setting & adjustment of the correlation between Idle Valve Area and the Idle valve step position or duty cycle. These values then feed into the airmass calculation and add to the Throttle Area Demanded and Throttle Effective Area

The table is user generated & should be verified for accuracy.

Method 1 – MAF verification

If the application is using a calibrated MAF sensor.  Then the idle valve area % can be adjusted and matched to TMF air mass VS MAF air mass at different idle air control valve step positions/duty cycle.  

Method 2 – Matching Lambda

If no MAF sensor is available, setting fuel trims to 0 (or near 0), you can adjust the idle valve area to match the target mixture very quickly

(throttle area verification required prior to these steps)

** The only way to truly validate error in the TMF calculation is to use Method 1

** Some extreme applications where live Lambda is unstable may be more difficult to map with Method 2

Main Idle Target Table

Main Idle Target Table

This look up table tells the ECU the desired RPM target for Idle Speed Control.  

Above example shows the table spanned in 3D using Engine Temperature and Ground speed as axis.  

** This target table is also used for Idle Ignition Control

Main Idle Target Table

Main Idle Target Table

This look up table tells the ECU the desired RPM target for Idle Speed Control.  

Above example shows the table spanned in 3D using Engine Temperature and Drive speed as the axis.  

**** This target table is also used for Idle Ignition Control ****

Initial Position Table

Initial Position Table

This look up table defines the base position of the idle speed control valve.  

If a 2 or 3 wire Idle Solenoid is used, then this a base duty cycle to define position.

Units = % Duty Cycle

If a stepper motor, these are step counts from the closed position.

Units = Step Count

If DBW, this is a feed forward table for the electronic throttle positioning.  

Units = Drive By Wire Servo Position 

If DBW TMF, this is a feed forward table for air flow in g/s for the electronic throttle positioning.

Units = Throttle Mass Flow g/s

** Recommended Axis Configuration is Engine Temp vs Idle Speed Target for Closed Loop control\

Initial Position Table g/s

Initial Position Table (g/s)

This is a feed forward table for air flow in g/s for the electronic throttle positioning.

Units = Throttle Mass Flow g/s

Above example shows the table spanned in 3D using Engine Temperature and Idle target RPM as the axis.

 **Tuning Tip**: As a feed forward table, this is the expected airflow in g/s for the engine at a given idle rpm & temperature.

                             The actual airflow consumed by the engine is found in the Air Mass Final – Flow g/s runtime.

                             Use this runtime to help 1Nsigh7set the values in this table.

                             The more accurate this table is, the better the closed loop idle control will function

                             See the example given below

The above example shows a typical R35 Nissan GTR Initial Position table g/s and how this correlates to the Air Mass Final value  

Integral Gain Table

Integral Gain Table

Integral gain controls how much adaptive correction is needed.

This parameter can be expanded into a 3D look up table to provide greater accuracy regarding closed loop control.  

I is Gain * 0.01 *Idle Target Error to convert to g/s added – counts/increments with the control frequency

Engine Fan Offset Target Table

Engine Fan Offset Target Table

Startup Offset Target Table

Start-up Target Offset Table

Start-up offset works in conjunction with Start-up Idle Hold Time, and Start-up Idle Decay Rate under Idle Speed Control Setup

  The above example is spanned in 3D using intake air temperature and Engine Temperature

Target Offsets

Target Offsets

Offset Target Tables

Allows the user to define a target change to the Main Idle Target table (RPM) during the specified functions:

Startup offset works in conjunction with Startup Idle Hold Time, and Startup Idle Decay Rate under Idle Speed Control Setup

These tables can be expanded into a 3D look up table using any runtime for the axis.\

** These values offset RPM units

Target Offsets are specific tables and 2 additional user definable tables.

Idle Ignition Control

The Emtron ECU supports idle speed control via ignition timing correction.

Select the control system and appropriate outputs via

Config -> Function Setup -> Engine Functions -> Idle Ignition Control -> ON

Idle Ignition Control Setup

Idle Ignition PID Enable

Enables Idle Ignition closed loop PID. Without closed loop, the system will still reference the Base Idle Ignition Table (recommended ON).

• 0: OFF
• 1: ON

Idle Ignition Clamp Hi/Lo

Sets the minimum and maximum ignition angle the Idle Ignition Control can apply to the Base Timing setting.

Typical: 5 Deg (min), 22 Deg (max)

Idle Ignition Lockouts

TP1/PP1 Lockout

Throttle position below which Idle Ignition Control can become active

When “Pedal Position 1” input is active this channel will be used. Otherwise ‘Throttle Position 1"input is used.

Typical : 2%

Speed Channel

Used to define how the “Speed Lockout” is used.

Speed inputs must be defined and properly calibrated under “Input Setup”

Speed Lockout

Locks out Idle Ignition Control when the speed is greater than or equal to this value (KPH).

Typical : 5.0

** Speed Channel must be defined.

Idle Range Lockout

The engine speed must fall below the Idle Target + Idle Range Lockout before Idle Ignition Control becomes active.

Example:

Idle Target = 800 (set from Idle Speed Control menu)

Idle Range Lockout = 400.

Idle Speed Control will become active when the engine speed falls below 1200 RPM.

Typical: 400 RPM

Post Start Delay

Delay after the engine speed has exceeded the crank exit RPM before Idle Ignition Control becomes active.

Typical : 2 sec

Re-entry Delay

Delay once all lockouts are cleared before Idle Ignition Control becomes active.

Base Idle Ignition Table

Defines the base ignition angle of the idle ignition control.

This table can be expanded into a 3D look up table using any runtime for axis.

Above example shows the table spanned using Idle Target error & dRPM

• Idle Target error references Idle Speed Control Main Idle Target table

** dRPM is the engine Speed rate of change

Idle Ignition Closed Loop Contro

The Emtron ECU adds closed loop correction factors to Idle Speed Ignition functions.

This means it can added closed loop correction factors on top of the base idle ignition angle based on engine speed rate of change VS idle speed target.

Idle Ignition PID Setup

Control Rate

The frequency or rate at which the PID control algorithm calculations are performed.

Typical : 10 Hz

Idle Ignition Deadband +/-

The output control signal is held constant when the Input Signal (RPM) falls within the deadband range of the Setpoint (RPM Target). This helps reduce steady state error and oscillations.

Typical : 25 RPM

RPM Filter

Filters the RPM signal to allow better PID control

Typical : 5

Integral Positive/Negative Clamp

Allows the user to set the minimum and maximum Integral gain compensation used by the closed loop system.

Idle Ignition PID Gain

Proportional Gain

Proportional gain controls how aggressive instantaneous correction must be.

Integral Gain

Integral gain controls how much adaptive correction is needed.

Derivative Gain

Derivative gain controls predictive correction. This function is used to prevent overshooting targets by looking at a number of factors like rate of change, and P and I gain.

Position Offsets

Offset Position Tables

Allows the user to define a target change to the Initial Position table (Duty Cycle, Step counts, or DBW motor position) during the specified functions:

These tables can be expanded into a 3D look up table using any runtime for the axis.

** These values offset Duty Cycle when using a solenoid, Step counts if using a stepper motor, or Position if using DBW.

Knock Channel Cylinder

Knock Channel Cylinder

Select the appropriate Knock Channel (Knock Sensor) for each cylinder

Example - V8 Chev LSA with two knock inputs

Knock Control Setup

Tuning Knock Control

Tuning -> Engine Functions -> Knock Control -> Knock Control Setup

Knock Control Setup

• Knock Gain - Gain added to knock signal (can multiply)
• Knock Mode - 0 = Global 1 = Individual (allows ECU to detect per cyl)
• Short Term Retard Gain - Retard for each percentage over the knock threshold
• Short Term Advance Rate - Rate at which timing is reintroduced when Short Term Retard is 0
• Short Term Retard Limit - Maximum Short Term Retard that can be applied
• Long Term Retard Gain - Long Term Retard applied based on Short Term Retard
• Long Term Advance Rate - Rate at which timing is reintroduced to Long Term Trim when Short Term Retard is 0
• Long Term Retard Limit - Maximum Long Term Retard that can be applied
• Knock Window Start Angle - Point at which ECU will start to sample the Knock Signal
• Knock Window Angle - The length in degrees in which the ECU will sample the Knock Signal

** Knock Window Angle must be less than the angle between TDCs

<90 degrees V8

<60 degrees V12

Knock Lockouts

• RPM Lo Lockout - Knock Control will be OFF below this RPM
• RPM Hi Lockout - Knock Control will be OFF above this RPM
• Post Start Delay - Delay in which Closed Loop Knock detection is active
• TP Lockout - Minimum Throttle Position before Knock detection is active
• dTP Lockout - Maximum Throttle Rate of Change in which Knock detection can become active
• dMAP Lockout - Maximum Manifold Pressure Rate of Change in which Knock detection can become active
• User Lockout - Allows user to create custom lockout channel

Knock Channel Cylinder

Select the appropriate Knock Channel (Knock Sensor) for each cylinder

Example - 6 cylinder with two knock inputs

Knock Threshold Table

Table in which the maximum allowable measured Knock Level is allowed

Knock Threshold Cyl Gain Table

Used to multiply the signal gain per cylinder

** The X-Axis MUST be set to the Cylinder Numbers

Knock Level Cyl Gain Table

Used to multiple the knock level per cylinder

** The X-Axis MUST be set to the Cylinder Numbers

Knock Control

Knock Control Introduction

All Emtron ECU’s have Knock control, using inputs from a piezoelectric sensor. The ECU monitions the knock level for individual cylinders over a user defined crank angle window.

Each knock input is fully differential, giving superior common-mode noise rejection in the harsh automotive environment. The ECU starts by passing the analog signal from the knock sensor (piezoelectric) through an anti-aliasing signal conditioning filter before using Bosch integrated circuit technology for advanced digital signal processing. The digital filter is a fully programmable  finite impulse response (FIR) filter allowing the user to adjust both the centre frequency and bandwidth. This is extremely powerful and very flexible, allowing the user to customise the filter design to suit the application.

Hardware Specification

• SL4 - Single knock input
• SL8/KV8/12/16 - Dual knock input

Knock Control Function Enable

Config ->Functions -> Function Output Setup -> Engine Functions -> Knock Control

Or

Utilities ->Knock Studio ->Knock Control

Disabled = Function is switched off

Enabled = Function is switched on

Filter Window Type

The effects of Filter Window can be visually seen when the different options are selected. It is a complicated topic, but basically a Window function is used to limit the signal in time and generate a different frequency response. The Hamming window provides tighter bandwidth control, requiring the centre frequency to be more accurate. The Blackman has a slightly more relaxed bandwidth by comparison and therefore the centre frequency is not as critical.

• None = Using raw Digital Filtering with no windowing
• Hamming
• Blackman

Centre Frequency = Central frequency the knock control will operate at. This is the dominant frequency the engine is expected to knock at.

An estimation or initial guess of the knock frequency can be done using this basic equation. This is ONLY a starting point and should be verified on the vehicle.

Knock Frequency(Hz) = 1800 x 1000 = 1800 x 1000

             Piston Circumference(mm)            3.14 x Piston Diameter (mm)

Example . Piston Diameter 85mm. Knock Frequency = 1800 / (3.14 x 85mm) x 1000 = 6744 Hz

Bandwidth = Defines the frequency range (higher = wider) over which the knock control will operate. Outside that range all knock signals will be ignored. The engine will never knock at exactly the same frequency every time due to changes in combustion pressure and temperature, so the correct bandwidth is important. Too small and important knock events might be missed, too big and normal engine noise may contaminate the knock data. Typical values are recommend at 200 - 400Hz.

The below example shows the setup for a Centre frequency of 7000Hz and Bandwidth if 200Hz.

Knock Control using the 2nd harmonic

Sometimes an engines noise profile at the base frequency or 1st harmonics shows an indistinguishable difference between a knock event and normal engine noise. In this situation the 2nd harmonics (double the base frequency) can be used to achieve a better signal to noise ratio on a true knock event.

For example a Subaru engine has a knock frequency (1st harmonic) of approximately 6.0Khz. The second Harmonics would therefore be 12.0khz. If the engine noise profile at 6.0Khz showed an indistinguishable difference between a knock event and engine noise, the centre frequency off 12.0Khz could be used.

NOTE:

• There are 2 types of knock sensors, “wide-band” and “tuned”. Wide-band sensor will work over a range of 0 -20Khz, whereas a “tuned” sensor is designed to have a resonant frequency, producing a larger output level at the one frequency.
• Tuned knock sensors usual operate at the 2nd harmonic

Knock Cylinder Gain Tables

Knock Threshold Cyl Gain Table

This table is used to apply a multiplication factor to the knock threshold applied to cylinders individually.

The default table value is 1.00 giving equivalence to the Knock Threshold Table

By adjusting this table, one can bend the knock threshold across an alternative runtime and also each cylinder individually.

The Y-Axis can spanned across any runtime or disabled

** The X-Axis MUST be set to the Cylinder Numbers

Example show - Porsche 996

This table is user defined and should only be adjusted and validated by an experienced tuner.

Knock Level Cyl Gain Table

This table is used to multiply the knock level measured at each cylinder individually

This is table is commonly used to effectively quieten noisy cylinders in relation to others to enable the use of a tight knock overall knock threshold.

By adjusting this table, one can bend affect volume of the knock signal source across an alternative runtime and also each cylinder individually.

Agani, the Y-Axis can spanned across any runtime or disabled. This table can be used on it’s own or together with the (Above) Knock Threshold Cyl Gain Table

This table is user defined and should only be adjusted and validated by an experienced tuner.

** The X-Axis MUST be set to the Cylinder Numbers

Example show - Porsche 996 spanned against uncorrected engine torque

Knock Lockouts

Knock Lockouts

• RPM Lo Lockout - Knock Control will be OFF below this RPM
• RPM Hi Lockout - Knock Control will be OFF above this RPM
• Post Start Delay - Delay in which Closed Loop Knock detection is active
• TP Lockout - Minimum Throttle Position before Knock detection is active
• dTP Lockout - Maximum Throttle Rate of Change in which Knock detection can become active
• dMAP Lockout - Maximum Manifold Pressure Rate of Change in which Knock detection can become active
• User Lockout - Allows user to create custom lockout channel

Knock Studio

Knock Studio

The ECU uses a high precision digital filter to detect engine knock. To achieve high accuracy the center frequency and bandwidth of the filter are controlled from this menu.

A Filter Window is a mathematical function that overlays the filter design helping to enhance the filter design. This effect of these different windows can be viewed using this Knock Studio. Testing different windows is recommend to select the option that gives the best signal to noise ratio.

Once the filter design is complete, pressing Ok allows the filter coefficients to be calculated and the Knock Control system is ready to be used.

Knock Threshold Table

Knock Threshold Table

This table defines the permissible maximum measured Knock Level

That is, in the logger, the knock threshold is the value (or line) that once crossed is considered knock.

If this table is set too high, knock will not be detected.

Both the X & The Y-Axis can spanned across any runtime or disabled

Engine Torque (Uncorrected) & Engine RPM are commonly used (See example below)

This table is user defined and must be validated by the tuner.

Example Shown - Porsche 996 (Uncorrected engine toque spanned against rpm)

Dual Lambda Cylinder Setup

Dual Lambda Cylinder Setup

Chev LS Engine example

Select the appropriate sensor for each cylinder

0 = La1

1 = La2

** Normally corresponds to which bank the Lambda sensor is installed in.

** Does not correspond to Bank Cylinder Setup

Lambda Control PID Setup

Lambda Control PID Setup

0 - Standard = Basic P Gain Controller

1 - Revised = More advanced PI Gain Controller

La1 Deadband - Deadband for CL to operate within for Lambda Sensor 1

La2 Deadband - Deadband for CL to operate within for Lambda Sensor 2

Lambda Control Setup

Lambda Control Setup

• Engine Temp Lockout - Engine temp above which Lambda Control can become active
• RPM Lo Lockout - Lambda control will be switched OFF below this RPM
• RPM Hi Lockout - Lambda control will be switched OFF above this RPM
• Recovery Delay - Delay in which Lambda Control can become active once within the lockout criteria
• Post Start Delay - Delay in which Lambda Control can become active after start up

d**** NOTE: When using the Internal Lambda the Closed Loop will not start until either or both sensors are ready to operate.

Lambda Control - Wide Band

Lambda Control - Wideband

All Emtron ECU’s can support closed loop wideband lambda control using various methods. KV series ECUs have two internal wideband control systems that allow the user to wire lambda sensors directly to the ECU. In addition to this, Emtron ELC (Emtron Lambda to CAN) devices may be connected over CAN networking (included in all Emtron ECUs), and even an external Lambda controller that has a standard AV output can be used.

Hardware specification

• SL4/SL8 - No internal lambda control. Use ELC, standard AV, user CAN
• KV8/12/16 - Dual internal lambda control, and/or ELC, standard AV, user CAN

Select the control system and appropriate outputs:

Config View -> Function Setup -> Engine Functions -> Closed Loop Lambda Control

OFF = Function is switched off and the selected output channels are deallocated.

ON = Function is switched on

Function Type

• Wideband Control – Lambda 1 Channel = Single Lambda input using Lambda Channel 1
• Wideband Control – Lambda 2 Channel = Single Lambda input using Lambda Channel 2
• Wideband Dual Control (La1 + La2) = Dual Lambda inputs using Lambda Channel 1 and 2
• Narrowband Control – Sensor 1 = Single narrowband input on channel 1(See Narrowband Lambda)
• Narrowband Control – Sensor 2 = Single narrowband input on channel 2 (See Narrowband Lambda)
• Dual Narrowband Control (Sensor 1+2) = Dual narrowband input on both channels (See Narrowband Lambda)

Input Channel Selection

Emtron Lambda inputs must be defined under input selection.

Config View -> Inputs -> Input Pin Setup ->Engine ->

Lambda 1 – Select input

Lambda 2 – Select input

Input selection is as follows

• Internal Lambda 1 - Uses internal lambda controller #1 (KV series only)
• Internal Lambda 2 - Uses internal lambda controller #2 (KV series only)
• CAN ELC #x Ch-x - Defines which ELC channel to use (See Emtron ELC)
• ANV x - Define and calibrate as standard AV input
• CAN Lambda x - Define input as user received CAN input (see CAN Bus)
• CAN NTK EL-4 x - For use with NTL Lambda Controller EL-4

Input options

• Pressure Correction - Lambda sensors can have EMAP compensation enabled (see Exhaust Back Pressure)

• Calibration Type - Select Custom for configuring ANV input, or Predefined if using internal Lambda controller,

                                                              Emtron ELC, or NTK EL-4
  

• Predefined Calibration - Select LSU internal or NTK EL-4

Lambda Transport Delay Guide

Lambda Transport Delay Tuning Guide

The Lambda Closed Loop system is a fairly standard PID routine (with Proportional, Integral, and Derivative gains). See the Lambda Control - Wide Band section for more details

However, for it to function correctly, latency from o2 sensors signals must be programmed/tuned into the ECU system. This is known as “Lambda Transport Delay”

** Physical location/distance from the engine or pre-/post-turbo configuration of o2 sensors will affect transport delay

Tuning -> Engine Functions -> Lambda Control - Wideband -> Lambda Transport Delay

Tuning Lambda Transport Delay

Lambda Transport Delay is often confused as a measurement of time it takes for the lambda to reach lambda targets (once lambda is changed), however

Lambda transport delay = the time (in seconds) measured it takes for the lambda to start once target has changed

A simple way to tune this function is to put the engine at varying loads and make lambda target change while logging. Measure with the differences cursor (“D”) in the logger to see the time it takes for the lambda to change from the original value to the new value. This is your “Lambda Transport Delay”

Next, populate the transport delay value (in seconds), into the “Lambda Transport Delay” table.

** Example shown is 2D following Air Mass Flow Final (g/s) - but a 3D table axis is available for using standard values such as RPMxMAP, etc.

Repeat the process for varying loads to populate the transport delay table

Lambda Transport Delay

Lambda Transport Delay

3D table that defines the delay in which the Lambda sensor reports its input

** A sensor placed very far down the exhaust stream will have a larger delay

** Transport delay is dependent on engine load. Higher exhaust velocity reduces delay

Axis is spanned via RPM x TP. Any runtime can be used

***Transport delay can affect closed loop fuel PID routine.

Tuning Tip:

The Lambda Transport Delay table time factor can be validated using the Emtune Logger by changing the Lambda Target table at varying loads.

By utilizing the Differences mode of the logger to measure the time it takes for the Lambda to start changing after the Lambda Target table is manipulated, you are able to verify & validate your Lambda Transport Delay Table time factor is correct.

Bare in mind, once the engine is tuned. IE: The VE table agrees with the Lambda Target Table.

The VE table then becomes the feed forward value for the closed loop Wideband Lambda control PID routine.

The more accurate your transport delay table is. The better your closed loop Wideband Lambda control will be.

*See Lambda Transport Delay Guide*

Lean LTFT Limit Table

Lean LTFT Limit Table

Units define the maximum lean (negative) compensation for closed loop fueling

Axis configuration is open. Example shows limited fuel trimming under higher engine loads.

LTFT Range Table

LTFT Range Table

There are 10 ranges which can be set by the user in a 3D table. Each number defines a range.

Each range allows for storage of LTFT values.

This allows the user to define “zones” so that different LTFT learning values do not affect each other, but also allow the trims to be fed forward appropriately

When in this range the LTFT looks at the STFT and loads values for these ranges.

A value of “0” disables the LTFT for that zone

LTFT Range Values can be viewed in Runtimes under Lambda as well

** Note - LTFT Range Values clear on ECU Power Cycle

LTFT Setup

LTFT Setup (Long Term Fuel Trim)

• LTFT Post Start Lockout - Delay in which LTFT can become active after start up
• LTFT Min Eng Temp Lockout - Minimum engine temperature for LTFT to become active
• LTFT Max Eng Temp Lockout - Maximum engine temperature for LTFT to become active
• LTFT Min STFT Lockout (+/-) - The minimum STFT allowed before LTFT can start correcting
• LTFT Update Rate - Update rate for LTFT
• Long Term Gain - Percentage of STFT applied per second

** For STFT Lockout -

Min STFT Lockout = +/- 2.5% The LTFT will start operating when the STFT is greater the 2.5% or less than -2.5%

** For Long Term Gain -

The Gain is percentage of the short term trim applied per second.

Example: Short Fuel Trim = 10.00%

Long Term Gain = 2.0%

Long Term Fuel Trim = 2.0% of 10.00% per second

Long Term Fuel Trim = 0.20% per second

Lambda LSU4.9 Sensor Control

Introduction

The KV series ECU has the ability to interface directly to a Bosch Lambda Sensor(s), model LSU4.9.

To achieve the optimal control of this sensor, the ECU uses a genuine Bosch Integrated Circuit technology. It provides very accurate data on pump current which equates to Lambda

and also Nernst Cell Temperature which is used for precise heater control.

The ECU assigns the correct the Heater Output Channel based on ECU Type and Serial Number. The only setup required to enable the Internal Lambda 1 or 2 control is from the Config View -> Inputs-> Engine tab.

• If “Lambda 1” Input Channel has the Input Source selected to “Internal Lambda 1” the function becomes enabled.
• If “Lambda 2” Input Channel has the Input Source selected to “Internal Lambda 2” the function becomes enabled

Adjustments to the operation of On-board Lambda Sensor Control can be made from the Tuning view -> Engine Functions -> Internal LSU Sensor Control

The ECU uses all 6 sensor wires per sensor.

Sensor Shock

In some situations during normal operation, the sensor will temporally shutdown for between 0.5 sec to 2.5 secs. This is usually caused by a combination of sensor incorrect placement and Fuel type resulting in the sensor being “shocked” ; either thermally or by a pressure wave inside the exhaust system. For the correct sensor placement please read the Sensor Installation and Wiring topic.

Although the sensor shutdown is outside the ECU’s control, the status is constantly monitored. In the event of a shutdown the heater control is put into a Hold mode as it the Closed Loop Lambda.

Exhaust Back Pressure

Wideband Lambda sensors primarily count oxygen atom numbers through measuring the oxygen ion current within the sensors pump cell. The exhaust gas pressure affects this oxygen ion current – more pressure means more atoms per unit volume and a higher pump current at the same Lambda.i.e will cause the sensor to read farther from stoichiometric

• A rich reading will appear richer than it really is.
• A lean reading will appear leaner than it really

This predominantly becomes an issue in Turbocharged applications. This is the main reason you should position the sensor after the turbo where exhaust back-pressure is lowest.

When measuring Exhaust Back Pressure an Absolute Pressure Sensor MUST be used. (i.e do not used a Gauge Pressure Sensor)

The ECU can applied EMAP correction when enabled. This ONLY applies when the Internal LSU4.9 control is used. This correction is not available to data on Analog inputs or CAN channel as it requires precise correction the sensors Pump Current.

Rich LTFT Limit Table

Rich LTFT Limit Table

Units define the maximum Rich (positive) compensation for closed loop fueling

Axis configuration is open. Example shows limited fuel adding under higher engine loads.

Integral Gain Table

Integral Gain Table

Integral gain controls how much adaptive correction is needed over time.

0.1 is a good starting value

** Above example shows under higher engine loads Integral is phased out and under higher lambda target error. This is to help eliminate Integral corrections from interfering with Proportional correction

Lean STFT Limit Table

Lean STFT Limit Table

Units define the maximum lean (negative) compensation for closed loop fueling

Axis configuration is open. Example shows limited fuel trimming under higher engine loads.

Proportional Gain Table

Proportional Gain Table

Proportional Gain controls how aggressive instantaneous correction is based on the current target error vs Transport Delay

** When using Dual Lambda Control - Lambda 1/2 Target Error - Shared must be used for the gain table to operated on the individual sensors

** Transport Delay must be set correctly

Rich STFT Limit Table

Rich STFT Limit Table

Units define the maximum Rich (positive) compensation for closed loop fueling

Axis configuration is open. Example shows limited fuel adding under higher engine loads.

Heater Control and Sensor Calibration

Heater Control

During engine start-up, condensation forms in the exhaust which may damage the sensor. It is recommended to only start heating the LSU sensor after the engine is running and the moisture content in the exhaust has evaporated. The ECU has settings to prevent this damage; “Heater RPM Lockout” and “Heater Post Start Lockout”

Typical Values:

Heater RPM Lockout = 500 RPM

Heater Post Start Lockout = 4.0 Sec

Calibration

The sensor is calibrated automatically by the ECU on power up. During the calibration process two important pieces of data are read:

• The optimal Nernst Cell Temperature which is used for sensor heater control. The ELC applies duty cycle and a PID routine to maintain a constant and accurate heater temperature which results in a very stable and accurate Lambda value.
• The Pump Current that corresponds to a Lambda reading of 1.000 Lambda.

NOTE: A Free-Air Calibration is NOT required on the LSU4.9. The sensor uses a reference pump current instead of reference air. The big advantage with this is that the reference is a calibrated electrical signal and remains constant.

RPM Control: Retard (PID) >Cutting (PID)

RPM Control: Retard (PID) >Cutting (PID):

Balancing “Torque Reduction – Retard” vs “Torque Reduction – Cut” is important when using both static and moving target modes for PID Launch Targeting.

Generally, timing retard is good for control of torque and can also help spool turbines in those applications.

However, during launch, as engine load/boost increases the potential engine torque, ignition timing can/will continue to retard to overcome engine speed from increasing.

** EGT, Turbine speed, and boost pressure must be considered, to determine the Static/Moving Ignition Retard Clamp points in their respective tables.

At these points of ignition trim/retard, the Launch system will switch to Launch Torque Reduction – Cut functions.

See:

Torque Reduction Ignition Retard Table:

Engine Functions -> Torque Management -> Torque Reduction Ignition Retard Table

The runtime %Torque Reduction – Retard is used.

The channel correlates to how much retard will be applied vs the amount of Torque Reduction requested.

This is a global function of the ECU, which is why it is under the Torque Management section.

** Warning - The maximum value in this table (at 100% %Torque Reduction – Retard), must be at a higher value than the Static/Moving Ignition Retard Clamp

Static Mode Example Data:

In the above static example, you can see the ECU holding the “Launch Torque Target” (Yellow Arrows) in the second plot.

This is done by Torque Reduction – Retard (Blue Arrow), until the load is increased by throttle and boost (Green Arrow).

The Launch Control system automatically controls the Launch Control Target with the required additional Torque Reduction Cut under the higher loads to control the Launch Torque Target (Orange Arrow).

Cuts are introduced once the Static Ignition Retard Clamp is reached.

Moving Mode Example Data:

In this moving target example, the ECU is holding “Launch Torque Target” (Yellow Arrows) in the second plot by Torque Reduction – Retard alone.

RPM Control: Throttle Plate(PID) + (Retard Table)

RPM Control: Throttle Plate(PID) + Retard (Table):

With a properly tuned Throttle Area table (Throttle Mass Flow), the ECU can calculate the outflow requirement for desired torque requests

In some cases depending onm the hardware, an open loop a timing retard table can be applied to generate “reserve” torque as well in Turbocharged applications.

** EGT, Turbine speed, and boost pressure should be considered

Static Mode Example Data:

In the above static example, you can see the ECU holding the “Launch Torque Target” (Yellow Arrows) in the second plot.

This is done by adjusting final torque via Engine Torque (TMF) channels

Launch Arming

Launch Arming

Launch Arming Notes:

For the Launch System to become armed ALL the following conditions must be true.

(This means all these conditions are “ANDed” together)

1. Throttle/Pedal > Launch TP/PP Arming

      *** AND ***
   

2. Engine Speed > Arming RPM

      *** AND ***
   

3. Clutch Switch Status = ON (when enabled)

      *** AND ***
   

4. Clutch Position > Clutch Position Arming (when enabled)

      *** AND ***
   

5. Speed > Arming Speed

      *** AND ***
   

6. User Channel = ON (when enabled)

      *** AND ***
   

7. Arming time > Arming Timer settings (s)

Launch TP/PP Arming

The Launch Control system will be ready for arming when the TPS1 or PPS1 (if assigned) is above this value.

***NOTES ***

1: All remaining Arming Conditions MUST be be satisfied before the Launch Control becomes armed.

2. The “Launch TP/PP Arming” setting MUST be greater than the “Launch TP/PP Disarming” setting.

0.0% = OFF

Clutch Switch Arming

Enables the Clutch Switch as an arming input for the Launch Control System. (Clutch Switch Status = ON)

***NOTES ***

1: All remaining Arming Conditions MUST be be satisfied before the Launch Control becomes armed.

2: Clutch Switch Input Channel MUST be configured

0 = OFF

1 = ON

Arming Timer

Once all the arming conditions are meet this timer will start. After this time is past the Launch Control system will become Armed.

0 = OFF.

Arming RPM

The minimum engine speed to exceed to arm the Launch control system.

***NOTES ***

1: All remaining Arming Conditions MUST be be satisfied before the Launch Control becomes armed.

2. The “Arming RPM” setting MUST be greater than the “Disarming RPM” setting.

0 = OFF

Clutch Position Arming

The minimum clutch position percentage to arm the Launch control system. Values above this amount are armed

***NOTES ***

1: All remaining Arming Conditions MUST be be satisfied before the Launch Control becomes armed.

2. The “Clutch Position Arming” setting MUST be greater than the “Clutch Position Disarming” setting.

3. 100.0% Position = Clutch fully depressed

0 = OFF

Arming Speed

The Launch Control speed reference channel input source value below which the Launch Control system is armed

This ensures the vehicle is stationary or near stationary for Launch Control arming.

***NOTES ***

1: All remaining Arming Conditions MUST be be satisfied before

the Launch Control becomes armed.

Arming User Channel

Create a custom Arming method from a User Function.

The Launch Control system will be ready for arming when the User Channel is ON.

***NOTES ***

1: All remaining Arming Conditions MUST be be satisfied before the Launch Control becomes armed.

0: OFF

1: User Output Channel 1

2: User Output Channel 2

3: User Output Channel 3

4: User Output Channel 4

5: User Output Channel 5

6: User Output Channel 6

7: User Output Channel 7

8: User Output Channel 8

9: User Output Channel 9

10: User Output Channel 10

.

Launch Ignition Offset 1/2/3 (Deg)

Launch Ignition Offset 1/2/3 (Deg)

The Launch Ignition Offset Table is used to set the ignition retard applied when the Launch Control System is Armed.

Multiple or alternative Launch Ignition Offset tables can be activated via Launch Table control.

Tables are user defined.

Launch Control

Launch Control Config

The following 2 modes are available for Launch Control:

• RPM Limiting
• Torque Limiting

RPM Limiting

This is a conventional RPM limiting mode where where ECU adjusts the engine cutting to achieve a target Launch RPM.

Torque Limiting

The ECU will limit and control the Engine Torque to achieve a Target RPM. The feedforward torque setting is used to achieve stable/constant RPM which

is typically 0 Nm. The ECU then applies a PID over the top to latch the engine speed to the Launch RPM Target.

The methods used by the ECU to control torque are user adjustable with the following options:

1. DBW Plate Control(PID) + Ignition Retard(Table). The ECU will calculate the required DBW Throttle Area for the RPM Target/Torque Request and move the plate to the position. The ECU is able to calculate the plate position using the TMF calculations so this function MUST be calibrated correctly. An Ignition retard table can be used in an open-loop setup to reduce torque and the ECU will automatically correct for this torque loss during the TMF throttle plate calculation.

This mode is most suitable for road applications

2. Engine Cutting(PID) + Retard(Table). The ECU will PID the Torque Target (closed loop) to achieve the correct Launch RPM Target. An Ignition retard table can be used in an open-loop setup (non ECU calculated) to help reduce Torque and spool turbos. The PID closed loop system will account for this Torque loss during the Engine Cut calculation.

This mode is most suitable for track applications

3. Ignition Retard (PID) + Cutting (PID). The is a fully closed loop system with the ECU calculating both the Ignition Retard and %Cut to achieve the Launch RPM/Torque target. The ECU calculates the Retard first until the Retard clamped is reached, then removes any remaining Torque with %Cut.

This mode is most suitable for track applications

For tuning help see Launch Control (Nm) Setup and Launch Control Tuning Guides

Launch Control (Nm) Setup

Launch Control (Nm)

Entry Range

Controls when the Launch Torque Limit function will turn ON.

The Launch Torque Limit and PID control will switch ON when the RPM enters set range of the Launch RPM Target.

This is a negative engine speed value that sets the range below the Launch RPM Target

Once ON it will latch and remain ON until the system exits to standby mode

Exit of the Launch control is user defined in Launch Disarming

Example:

Launch RPM Target = 4000

Entry Range = -200

Rpm < 3800 Launch Control Torque Limit is OFF

Rpm >= 3800 Launch Control Torque Limit is ON

Torque Target Margin

This setting is used to increase/decrease the Engine Torque Target once the engine is within the Entry Range of the Launch RPM Target.

The margin is added to the Launch Torque target on entry and decays to the Launch Torque Target at a linear rate as the engine approaches the Launch RPM Target.

Tuning Tip:

Use 0Nm initially as a starting point. This setting is used to control the entry behavior.

*** If the engine is struggling to reach Launch Target, Increase Margin*

Example:

Launch RPM Target = 3000 RPM

Entry Range = -200 RPM

Launch Torque Target = 10 Nm

Launch Torque Target Margin = 100Nm

RPM < (Launch RPM Target - Entry Range ) the Torque Limit is OFF

RPM > (Launch RPM Target - Entry Range) the Torque Limit is latched ON

Rpm < 2800. Torque Limit OFF

Rpm = 2800. Torque Target = 10Nm + 100Nm = 110Nm

Rpm = 2850. Torque Target = 10Nm + 75Nm = 85Nm

Rpm = 2900. Torque Target = 10Nm + 50Nm = 60Nm

Rpm = 2950. Torque Target = 10Nm + 25Nm = 35Nm

Rpm = 3000. Torque Target = 10Nm + 0Nm = 10Nm

Launch Torque Transfer User Channel

Allows the User to control when the Torque Target transitions from “Static Torque Target” table to the “Launch Moving Torque Target”

***** This User MUST be set up or Launch Control will not enable***

Example:

Trans Brake Switch Status could be used as a user channel input to trigger the transition from Launch Torque Target to Launch Moving Torque Target

Launch Static Mode Speed Lockout

When the speed input is greater than this value, the Launch System will lockout the “Static Torque Target" and maintain the “Moving Torque Target". This prevents the accidental return of the launch system back into Static Mode.

** NOTE: Make sure the “Launch Speed Reference Channel” is set correctly **

Typical Value = 10 kph

Launch Speed Reference Channel

Defines the speed channel used to Disarm/Arm the Launch Control System.

0: OFF

1: Drive Speed

2: Ground Speed

3: Drive Speed Front L

4: Drive Speed Front R

5: Drive Speed Rear L

6: Drive Speed Rear R

7: Undriven Speed Front L

8: Undriven Speed Front R

9: Undriven Speed Rear L

10: Undriven Speed Rear R

11: Front Axle Speed

12: Rear Axle Speed

13: Vehicle Speed

14: Engine Speed

15: Input Shaft Speed

16: Output Shaft Speed

17: GPS Speed

Launch Enable Switch Lockout

When set to ON the Launch Switch can be used to activate the Launch Control System.

0: OFF

1: ON

ET Lo Lockout

This is an under-temperature lockout. The Launch Control system will be ready for arming when the Engine Temperature is greater than this value.

For the Launch System to be ready for arming the following must be true:

Throttle/Pedal > Launch TP/PP Lockout setting AND

Engine Temperature > ET Lo Lockout setting AND

Engine Temperature < ET Hi Lockout setting AND

User Lockout = ON (if enabled)

ET Hi Lockout

This is an over-temperature lockout. The Launch Control system will be ready for arming when the Engine Temperature is less than this value.

For the Launch System to be ready for arming the following must be true:

Throttle/Pedal > Launch TP/PP Lockout setting AND

Engine Temperature > ET Lockout setting AND

User Lockout = ON (if enabled)

Launch User Lockout

The Launch Control system will be ready for arming when the User Channel (if assigned) is ON.

For the Launch System to be ready for arming the following must be true:

Throttle/Pedal > Launch TP/PP Lockout setting AND

Engine Temperature > ET Lockout setting AND

User Lockout = ON (if enabled)

0: OFF

1: User Output Channel 1

2: User Output Channel 2

3: User Output Channel 3

4: User Output Channel 4

5: User Output Channel 5

6: User Output Channel 6

7: User Output Channel 7

8: User Output Channel 8

9: User Output Channel 9

10: User Output Channel 10

Launch Control (Nm)

Launch Control (Nm)

This function of launch control utilizes the “Torque Management” function of the ECU.

A PID loop is utilized when “Static” mode is functional to control engine torque to run against Launch RPM Target

Launch Control (RPM) Setup

Launch Control (RPM) Setup

Launch Control modes of operation.

• Always On. The Launch Control system is always ON.
• Clutch Switch Only

Arming: When the Clutch switch is ON the Launch control is armed.

Disarming: When the Clutch is OFF the Launch Control is in standby.

• Speed Only.

Arming: When the Speed is less than the " Arming Speed" the Launch Control is armed.

Disarming: When the Speed is greater than the " Disarm Speed" the Launch control is back into standby mode.

• Clutch and Speed.

Arming: When the Clutch switch is ON AND the Speed is less than the " Arming Speed" the Launch Control is armed.

Disarming: When the Speed is greater than the " Disarm Speed" the Launch control reverts back into standby mode.

NOTE: The Clutch switch is not used during disarming

Launch Speed Reference Channel

Sets speed channel referenced by launch control function - can be used to arm/disarm the Launch control system.

0: OFF

1: Drive Speed

2: Ground Speed

3: Drive Speed Front L

4: Drive Speed Front R

5: Drive Speed Rear L

6: Drive Speed Rear R

7: Undriven Speed Front L

8: Undriven Speed Front R

9: Undriven Speed Rear L

10: Undriven Speed Rear R

11: Front Axle Speed

12: Rear Axle Speed

13: Vehicle Speed

14: Engine Speed

15: Input Shaft Speed

16: Output Shaft Speed

17: GPS Speed

Launch Enable Switch Lockout

When set to ON, the Launch Enable Switch can be used to enable/disable the Launch control system.

0: OFF

1: ON

The launch enable switch is found in the software: Config >Channels >Input Setup >Motorsport >Launch Enable switch

ET Lo Lockout

This is an under-temperature or low engine temperature lockout.

The Launch Control system will be ready for arming when the Engine Temperature is greater than this value.

This lockout references the Engine Temperature sensor

For the Launch System to be ready for arming the following must be true:

Throttle/Pedal > Launch TP/PP Lockout setting AND

Engine Temperature > ET Lo Lockout setting AND

Engine Temperature < ET Hi Lockout setting AND

User Lockout = ON (if enabled)

ET Hi Lockout

This is an over-temperature or high engine temperature lockout.

The Launch Control system will be ready for arming when the Engine Temperature is less than this value.

This lockout references the Engine Temperature sensor

For the Launch System to be ready for arming the following must be true:

Throttle/Pedal > Launch TP/PP Lockout setting AND

Engine Temperature > ET Lo Lockout setting AND

Engine Temperature < ET Hi Lockout setting AND

User Lockout = ON (if enabled)

Launch User Lockout

The Launch Control system will be ready for arming when the User Channel (if assigned) is ON.

For the Launch System to be ready for arming the following must be true:

Throttle/Pedal > Launch TP/PP Lockout setting AND

Engine Temperature > ET Lockout setting AND

User Lockout = ON (if enabled)

0 = Off

Launch Limit Type

This sets the type of launch limit to be applied to control the engine speed

0: Fuel Cut Only

1: Ign Cut Only

2: Ign Cut + Fuel Cut

Cut Pattern

Where the cut pattern for engine speed limiting is set.

0: Random Pattern 1

1: Random Pattern 2

2: Sequential Pattern 1

3: Sequential Pattern 2

Ign Control Range (-/+)

Sets the engine speed range above or below the launch target rpm limit where ignition cut control is applied

Negative values start to the cut the ignition below the launch target rpm limit

Example: -200 RPM

200 rpm before the cut target the minimum cut clamped value is applied

The ignition cut percentage increases to the maximum cut clamp value at the launch rpm limit

Positive values are above the launch target rpm limit

Example: +200 RPM

At the Launch target rpm limit, the minimum cut clamp percentage value is applied

The ignition cut percentage increases to the maximum cut clamp value at 200 rpm above the Launch target rpm limit.

Ign Minimum %Cut Clamp

Sets the minimum ignition cut clamp percentage applied at the start of the control range

Ign Maximum %Cut Clamp

Sets the maximum ignition cut clamp percentage applied at the end of the control range.

Fuel Control Range (-/+)

Sets the engine speed range above or below the launch target rpm limit where fuel cut control is applied

Negative values start to the cut the fuel below the launch target rpm limit

Example: -200 RPM

200 rpm before the cut target the minimum cut clamped value is applied

The fuel cut percentage increases to the maximum cut clamp value at the launch rpm limit

Positive values are above the launch target rpm limit

Example: +200 RPM

At the Launch target rpm limit, the minimum cut clamp percentage value is applied

The fuel cut percentage increases to the maximum cut clamp value at 200 rpm above the Launch target rpm limit.

Fuel Minimum %Cut Clamp

Sets the minimum fuel cut clamp percentage applied at the start of the control range

Fuel Maximum %Cut Clamp

Sets the maximum fuel cut clamp percentage applied at the end of the control range.

Launch Control Tuning Guides

Launch Control Tuning Guides

Preliminary information:

For Torque Based Launch Control to work properly, the ECU torque calculations must be correct.

The calibration file must have accurate VE calculations, fuel injector data, etc.

Frictional loss tables of the engine are crucial for the correct torque calculations.

See the Torque Management Tuning Guide

Torque Reduction:

There are three methods of Torque Reduction that can be used regarding Launch Control.

Retarding ignition timing, cutting, or throttle area vs torque reduction % will reduce torque of the engine.

There are 3 different Launch RPM Torque Modes that can be selected in Launch Control Setup (See Launch Control Setup).

Option 0: RPM control using Throttle Mass Flow + Retard.

The ECU will calculate the required throttle area for the RPM target and move the plate to the position. Ignition retard Torque loss will be factored into the calculation to give the correct plate position.

Option 1: RPM control using Cutting(PID) + Retard(Table).

The ECU will PID the Torque Target (closed loop) to achieve the correct Launch RPM Target. An Ignition retard table can be used in an open-loop setup (non ECU calculated) to help reduce Torque and spool turbos. The PID closed loop system will account for an Torque loss due the to retard.

Option 2: RPM control using Retard(PID) > Cutting(PID)

The is a fully closed loop system with the ECU calculating both the Retard and %Cut to achieve the Torque target. The ECU calculates the Retard first until the Retard clamped is reached, then removes any remaining Torque with %Cut.

Torque Reduction Ignition Retard Table:

Engine Functions -> Torque Management -> Torque Reduction Ignition Retard Table

The runtime %Torque Reduction – Retard is used.

The channel correlates to how much retard will be applied vs the amount of Torque Reduction requested.

This is a global function of the ECU, which is why it is under the Torque Management section.

** Warning - The maximum value in this table (at 100% %Torque Reduction – Retard), must be at a higher value than the Static/Moving Ignition Retard Clamp

Basic Launch Control Settings:

See Launch Control

Launch Control

Launch Control

Launch Control Function enable

Config > Function Setup > Motorsport Functions > Launch Control

Emtron has two methods of Launch Control

RPM Limiting - Standard control of Launch - with RPM targeting

Torque Limiting - Advanced control of Launch - With Torque targeting

Runtimes

The following calculated runtimes are generated by Emtron that are Launch Control related (to be further discussed more specifically):

Launch Disarming

Launch Disarming

Launch Disarming Notes:

For the Launch System to become disarmed any the following conditions must be true with the exception of the User Channel.

(This means all these conditions are “ORed” together except the User Channel which is ANDed with all other conditions)

1. Throttle/Pedal < Launch TP/PP Disarming

   *** OR ***
   

2. Engine Speed < Disarming RPM

   *** OR ***
   

3. Clutch Switch Status = OFF (when enabled)

   *** OR ***
   

4. Clutch Position < Clutch Position Disarming (when enabled)

   *** OR ***
   

5. Speed < Disarming Speed

   *** AND ***
   

6. User Channel = ON (when enabled)

   *** AND ***
   

7. Disarming time > Disarming Timer settings (s)

Launch TP/PP Disarming

The Launch Control system will be immediately disarmed when the TPS1 or PPS1 (if assigned) is less than this value

AND “Disarming User Channel = ON” (when assigned)

AND “Disarming Timer” has finished .

***NOTE ***

The “Launch TP/PP Arming” setting MUST be greater than the “Launch TP/PP Disarming” setting.

0.0% = OFF

Disarming Timer

Disarms Launch Control once all disarming condition are meet and this time has been reached.

0 = OFF.

Disarming RPM

The Launch Control system will immediately disarm when the Engine Speed is below this value

AND “Disarming User Channel” is ON (when enabled)

AND “Disarming Timer” has finished.

***NOTE ***

The “Arming RPM” setting MUST be greater than the “Disarming RPM” setting.

0 = OFF

Clutch Switch Disarming

When enabled, the Launch Control system will immediately disarm when the Clutch Switch is OFF

AND “Disarming User Channel” is ON (when enabled)

AND “Disarming Timer” has finished.

***NOTE ***

1: Clutch Switch Input Channel MUST be configured

0 = OFF

1 = ON

Clutch Position Disarming

When enabled, the Launch Control system will immediately disarm when the Clutch Position is less than this value

AND “Disarming User Channel “is ON (when enabled)

AND “Disarming Timer” has finished.

*** NOTES ***

1. The “Clutch Position Arming” setting MUST be greater than the “Clutch Position Disarming” setting.

2. 100.0% = Clutch fully depressed

0 = OFF

Disarm Speed

The Launch Control system will immediately disarm when the Launch speed reference channel input is greater than this value

AND “Disarming User Channel “is ON (when enabled)

AND “Disarming Timer” has finished.

NOTE: The “Disarming Speed MUST always be greater than “Arming Speed”.

Launch RPM Target 1/2/3

Launch RPM Target 1/2/3

The Launch RPM Target Table is used to set the engine speed limit target when the Launch Control System is Armed.

Multiple or alternative Launch target tables can be activated via Launch Table control.

Tables are user defined.

Launch Fuel Enrich/Enlean 1/2/3

Launch Fuel Enrich/Enlean 1/2/3

The Launch Fuel Enrich/Enlean (%) Table is used to set amount of extra fuel added or removed when the Launch Control System is Armed.

Multiple or alternative Launch Fuel Enrich/Enlean tables can be activated via Launch Table control.

Tables are user defined.

Launch Moving Torque Target Table

Launch Moving Torque Target Table

3D Table with user selectable runtimes to allow a torque target during Moving Launch Mode to be entered.

Launch Fuel Enrich/Enlean Table

Launch Fuel Enrich/Enlean Table

Launch PID Setup

Launch PID Setup

Launch System Delay

This is the time delay for the system to react to changes. It is used to help integral gain windup. Typical setting is 100ms.

0 = 10ms

1 = 20ms

2 = 50ms

3 = 100ms

Launch Control Proportional Gain

Proportional gain controls how aggressive instantaneous correction must be.

Example:

A value of 1.00 will output +/- 10Nm

for every 100 RPM of Target error.

Launch Control Integral Gain

Integral gain controls how much adaptive correction is needed.

Launch Control Derivative Gain

Derivative gain controls predictive correction where gain is based on the rate of change of error.

Launch Control Integral Positive Clamp

Positive clamp value for Integral Gain

Units - NM

Launch Control Integral Negative Clamp

Negative clamp value for Integral Gain

Units - NM

Launch Control Max Torque Clamp

Positive clamp value for Torque Launch Control

Units - NM

Launch Control Min Torque Clamp

Minimum clamp value for Torque Launch Control

Units - NM

Launch Static Strat Select

Launch Static Strat Select

3D Table with user select-able runtimes to allow the user to dictate which Torque Strat Mode

Launch Moving Strat Select

Launch Moving Strat Select

3D Table with user select-able runtimes to allow the user to dictate which Torque Strat Mode

Launch Static Torque Target Table

Launch Static Torque Target Table

3D Table with user selectable runtimes to allow a torque target during Static Launch Mode to be entered.

Launch Status

0    Disabled    

1    OFF: TP/PP Lockout    

2    OFF: Launch En Sw    

3    OFF: User Lockout    

4    OFF: Engine Temp Hi    

5    Standby: Clutch Sw    

6    Standby: Clutch Posn    

7    Standby: Speed    

8    Standby: User CH    

9    Standby: Launch En Sw    

10    Standby: Timer active ...    

11    Standby: RPM    

12    Armed: Clutch Posn    

13    Armed: Speed    

14    Armed: User CH    

15    Armed: Launch En Sw    

16    Armed: Timer active...    

17    Armed: Clutch Sw    

18    Armed: RPM    

19    OFF: RPM = 0    

20    Standby: R35    

21    Armed: R35    

Launch Table Control

Launch Table Control

Selects the active control method of the Launch Control - 3 tables are available

0: .. Please Select

1: ON - Table 1

2: ON - Table 2

3: ON - Table 3

4: Not Available

5: ON - Cal Slot

6: Launch Select Table

• Launch RPM Table. Sets the Launch RPM when the Launch Control System is Armed.

  • Size: 12 x 11
  • Resolution: 1 RPM
  • Max value = 20000 RPM
  • Min value = 0 RPM

• Ignition Retard Table. Sets the amount of Ignition Retard used when the Launch Control System is Armed.

  • Size: 12 x 11
  • Resolution: 0.5 Deg
  • Max value = -100.0 Deg/%
  • Min value = 0 Deg/%

• Fuel Enrich/Enlean Table. Sets the amount of Fuel Enrichment/Enleanment used when the Launch Control System is Armed.

  • Size: 12 x 11
  • Resolution: 1%
  • Max value = +100%
  • Min value = -100%

PID Based Launch Control

PID Based Launch Control:

The Emtron PID based Launch Control will apply gains in the static mode function only, as the PID target is the Launch RPM.

** RPM Control is the only PID base

This means in “Moving” mode, the ECU will follow Engine reduction calculates via the Torque Reduction Ignition, Torque Reduction Cut, and Throttle Area Demand

Launch PID Setup

Launch System Delay

This setting delays the routine to allow the closed loop system to function, as the torque is calculated.

0 = 10ms

1 = 20ms

2 = 50ms

3 = 100ms

Typical setting for Ignition Based PID - "2" 

Typical setting for Throttle Based PID - "1"

Launch Control Proportional Gain

A value of 1.00 will output +/- 10Nm for every 100 RPM of Target error.

Typical setting for Ignition Based PID - "3" 

Typical setting for Throttle Based PID - "0.5"

** Throttle Based PID - the least amount of error in the throttle area/TMF calculation feeds forward this PID

Launch Control Integral Gain

A value of 1.00 will output +/- 10Nm for every 100 RPM of Target error, but increment/count up to the integral gain limit

Typical setting for Ignition Based PID - "0.150" 

Typical setting for Throttle Based PID - "0.050"

** Throttle Based PID - the least amount of error in the throttle area/TMF calculation feeds forward this PID

Launch Control Derivative Gain

The derivative change of the engine torque vs the target will be affected by this gain value

Typical setting for Ignition Based PID - "3" 

Typical setting for Throttle Based PID - "1"

** Throttle Based PID - the least amount of error in the throttle area/TMF calculation feeds forward this PID