Ladedruckanhebung mittels 10ct-Tuning - diesmal langsam | Posts 16+

Hello,
Okay, I unfortunately don't have those values.
Best regards,
Günther.

Hello,

Avoso's circuit design is different from the one described in the 10Cent article.
The capacitor trick only works if you implement the pressure increase as described in the 10C article.
Just someone, please draw a circuit diagram already, so this discussion can finally end.

I need to lay down some LAN cables now.

Again, regarding the basic idea: the output signal from the boost pressure sensor is reduced using a voltage divider, thereby increasing the boost pressure.
To improve the print quality, a capacitor should be connected in parallel with the resistor on the sensor side.

Best regards, Rainer.

Hello everyone,

Here are a few updates:
The method of increasing boost pressure, as suggested by Avoso, works wonderfully with my ASV.

Without any further modifications, or with a pre-set tuning box, the boost pressure can be easily adjusted to 1.2 bar. In this case, the overshoot is significantly lower compared to the diode solution.
I haven't tested it yet with an increased fuel injection volume. However, I know from experience that this significantly and rapidly increases the boost pressure. This can also lead to problems with excessive overboost. I will be testing during the weekend.

I've been connecting the tuning box to the boost pressure signal so far, but I think I'm going to switch back to the MAF sensor signal because it doesn't increase as abruptly.
I will only consider a solution involving a high-pass filter if this current solution produces excessively large overshoots.

Thank you for the links, Rainer!

Regarding the turbo, I'm not really worried. There are many VNT15 turbos out there that have been chipped and are running at 1.1..1.2 bar. And not all of them are failing constantly. And the loader in the ASV already has a "small" VNT17.

And if it ever breaks - the LLK is a pretty good catcher for the shovel parts. And a new turbo is quite cheap on eBay. *Knocks on wood*

Next, I need to install some large nozzles. I'll probably use the ones from the AHY model instead of the ones from the AEL model, even though I'm not sure about any structural differences between them. But there's already quite a bit of experience with AHY nozzles.

Best regards,
Georg.

Here again regarding the high-pass filter:

I've now browsed through the links that Rainer posted.

Assuming you connect a capacitor in parallel with the resistor in the power supply of the MAP, the entire system likely won't function. Ultimately, the supply voltage remains constant, only the output voltage changes, so the capacitor would need to be connected in parallel with a resistor in the OUTPUT voltage circuit.

Please correct me if I have misunderstood anything.


Regards,
Georg.

Hello Georg_G,
Rainer already described it; the capacitor in parallel acts as a low-pass filter.
Best regards,
Günther.

Hello Günther,

I probably just edited my comment while you were typing something. Sorry.


But I have a feeling that either I or Rainer are misunderstanding the Avoso circuit: I think Avoso is referring to inserting a resistor into the power supply of the MAP; I did that, and it works that way.

@Rainer: As I understand your comment, the low-pass filter should be integrated into the output voltage.
Sure, I'm ready. Please provide the text you want me to translate.

Best regards,
Georg.

I also wanted to contribute to this discussion.

In a US 1.8 turbo forum, this type of shift linkage was once discussed.

I personally don't have a real idea about it yet.

http://www.angelfire.com/ab7/diymaplimiter/


Good luck, Rainer.

Georg_G wrote:

Again, here about the high-pass filter: I've now browsed through the links that Rainer posted. Assuming you connect a capacitor in parallel with the resistor in the power supply of the MAP, the entire system likely won't function. Ultimately, the supply voltage remains constant, only the output voltage changes, so the capacitor would need to be connected in parallel with a resistor in the OUTPUT voltage circuit. Please correct me if I have misunderstood anything. Regards, Georg

Exactly, it's fine.

Hi Georg_G,

Have you managed to achieve a boost in charging pressure using the potentiometer? Does it work??

Greetings.
frebert

I can't comment on the discussions in the US 1.8 Turbo Forum.

However, my signal tracking circuit (gain = 1), which uses an op-amp and a spindle trimmer at the output connected to ground, is already completed.

In this case, there are two things to keep in mind:

For safety reasons (to protect the EDC system), the operating voltage of the unit is 5 volts (= the same voltage level as the MAP sensor, but with its own power supply regulated by a longitudinal regulator).

The operational amplifier should have a low voltage drop. That is, some operational amplifiers can lose several hundred millivolts at the output. This could manifest as the output reaching only 4.1 volts with a 5-volt operating voltage, or 0.9 volts.

It needs to be verified whether the maximum voltage of the MAP sensor can be transmitted to the OP (Operating Point) when there is a pressure surge in the intake manifold, in order to prevent damage to the turbocharger. Apart from the scope of the MAP!!!

The circuit increases the boost pressure by a fixed percentage. A more detailed differentiation is not possible.
For example: If the factory's specified pressure is 0.5 bar, an increase of 10 percent would result in a pressure of 0.55 bar.
For 1 bar, the equivalent value is 1.1 bar.
For boost pressure overshoots (to the extent that they are still linearly detected by the MAP and linearly transmitted by the OP, without limitation), the corresponding value is 10 percent.

For your reference:

Increasing turbocharger boost pressure is only effective when combined with an increase in fuel injection volume.

Quote:

The operation should have low voltage drop.

For applications like that, there are so-called "rail-to-rail" operational amplifiers. In those cases, the output voltage almost reaches the supply voltage.

Hello,

short report:

As described earlier in the text, I built the boost pressure increase system based on Avoso's idea.
The whole thing works great - the overshoots are smaller than with the diode solution.
Currently, I'm running at around 1.2 bar, with overshoots up to 1.4 bar.
Even in its initial state, I was experiencing pressure spikes in the range of 1.3 to 1.4 bar.

I would also say that the boost pressure doesn't build up as quickly as it does with the diode solution. And this was achieved with a significant increase in fuel injection (0.216 injectors + slightly adjusted tuning box, DZR timing adjusted by 5 seconds).

For me, an additional solution to reduce overshooting has become unnecessary.

Regards,
Georg.