10 Euro - Tuning für PD-TDI`s | Posts 16+

@julian

While that may be true, one could argue that the 'dieseltemp.fake' feature functions based on temperature, and ultimately, as the outside temperature rises, the promised x horsepower and y Nm of torque disappear.
and only that the ultimate and coolest one... at an unbeatable price is...

ulf wrote:

mcgyver2k wrote: @ulf Was your camshaft not originally misaligned towards a later timing? If so, then the engine would have already been running, at least partially, in the range that is being used additionally here. No, not exactly. The pressure drop valves (PDEs) were theoretically opened before the injection ramp (at that point, nothing can be pumped due to lack of pressure) and closed at the point on the ramp that corresponds, for example, to 3/4 of the load.

Okay, I made a mistake.

driklau wrote:

The control signal (+) is generated centrally for all PD units (brown cable in the Lupo), and it determines the start and duration of the injection. The ground connection (all other cables) controls which cylinder is currently being activated.

Have you also been able to determine which cable is used to implement the hold current limitation?

When the power distribution equipment (PDE) is open, the current is reduced to avoid unnecessary power losses.
Does the voltage at the positive cable decrease, or does it increase at the negative cable that is currently being switched through?

The holding current control is performed via the positive (+) line.

The control signal for the PD elements is approximately as follows:

Voltage drop due to losses in electronics, approximately 11 V; current up to about 30 A.

1. Initial pulse: approximately 0.4 ms, followed by a continuous current.
2. Pause 0.08 ms.
3. Pulsed holding current with a 33% duty cycle (approximately 0.01 ms on and 0.02 ms off).
Duration: 0.88 ms (idle) to 4 ms (full load).

All values for the Lupo 3L are provided without guarantee, as they were measured using a sound card from a laptop.

According to my calculations, the values seem to be quite accurate, and it also seems to be working.

The mass connection intervals for the individual PD elements are significantly longer and even overlap.

Therefore, simply extending the + pulse is sufficient.

driklau wrote:

The holding current control is performed via the + line. The impulse for controlling the PD elements is roughly as follows...

Thank you .
These are some really basic pieces of information about PD .

But one more question:
How do you ensure that your circuit is not triggered by the "holding current pauses," but only becomes active when the PDE is finally shut down by the engine control unit?

"Or, where can one find information/datasheets about the IC used?"

The integrated circuit used contains two identical circuits.
The first circuit is triggered by the initial pulse and re-triggered by all subsequent pulses, so that a continuous high signal is present at the output until after the last pulse.
As soon as the output drops to a low level, this triggers the second circuit, which then generates the actual extension pulse (which, in my current setup, has not been pulsed).

Data sheets are available from Philips Semiconductors online.

Bye driklau.

Here's the current version of my 'P-Box.'


http://img15.exs.cx/img15/5238/4876.jpg

driklau wrote:

The integrated circuit used contains two identical circuits. The first circuit is triggered by the initial pulse and re-triggered by all subsequent pulses, so that a continuous high signal is present at the output until after the last pulse. As soon as the output drops to a low level, this triggers the second circuit, which then generates the actual extension pulse (which, in my current setup, has not been pulsed). Data sheets are available from Philips Semiconductors online.

OK, thanks, I found it.

To reduce the power loss during the extension pulse to approximately the holding current level, I would simply connect a suitable high-resistance resistor, approximately equal to the valve resistance, in series with the BUZ (Breakover Unit).

Here's what I came up with for controlling the circuit:

"Tap into the full throttle signal (which, as far as I know, every TDI has, even with a manual transmission) -> eliminates partial load and idle problems, provides good control over the tuning via the accelerator pedal, but may cause black smoke at low RPM when using full throttle."

2. Evaluate the boost pressure signal using a threshold switch -> This prevents soot formation, but the tuning can become "uncontrollable" even in partial load conditions.

Combine 1 + 2 using an AND operation -> In my opinion, this is the "perfect" solution.

While a high-current resistor will likely work, it's probably a crude solution. A more elegant approach would be to use a timer, such as the NE 555, to modulate the control signal for the BUZ.

As a trigger control, I could also envision using a window comparator that evaluates the LMM signal, similar to how many tuning boxes from VP-TDI do.

That, of course, makes the circuit more complex.

'Who has a good layout software?'

I'm slowly starting to lose track of things.

Bye driklau.

driklau wrote:

While a high-current resistor will probably work, it's likely the "wooden hammer" method. A more elegant solution would be to use a timer, such as the NE 555, to modulate the control signal for the BUZ.

Wood hammering methods often have 2 advantages: they are easy to implement and therefore more reliable than complex, high-end concepts .
And, in my opinion, having some resistance is definitely better than having no current limiting at all .

Quote:

As a trigger control, I could also envision a window comparator that evaluates the LMM signal, similar to how many tuning boxes from VP-TDI work.

If you want to implement a knock sensor monitoring system for compensating for faulty mass airflow sensors (MAF sensors) through tuning, it would likely be preferable: the older the MAF sensor, the more the extra power will shift towards higher RPMs – in addition to the expected "weather sensitivity."
With VP boxes that have a "sliding" insert, this is probably less noticeable.

And with a pressure-controlled switching threshold, you wouldn't have any of these problems .
(as long as the charging system is working correctly - but pressure problems would also be reflected almost directly in the mass airflow sensor (MAF) signal, so even then, I don't think the MAF reading would be any better).

driklau wrote:

Who has a good layout software?

http://www.cadsoft.de/

The free version is also sufficient for smaller projects.

http://www.cadsoft.de/freeware.htm

Ulf wrote:

And with a pressure-controlled switching threshold, you wouldn't have any of these problems

.

... whether you still somehow dream about your old Authal Box...

Bertil wrote:

... whether you still dream about your old AuthBox, in some way...

Do you notice that?

That wooden hammer would be really thick!
The resulting currents and voltage drop would cause approximately 80-100 watts of power to be dissipated as heat, which would effectively fry the entire circuit, including the enclosure.
Also, a wooden hammer costs more than the entire circuit.
Then, the NE 555 is a better choice.
I still need to think about your proposal for the control system.

driklau wrote:

Due to the resulting currents and voltage drop, approximately 80-100 watts would be dissipated, which would essentially fry the entire circuit, including the enclosure. Furthermore, a wooden hammer costs more than the entire circuit.

Yeah, well, reliability doesn't always come completely free .

Have you already factored in the duty cycle for the 80-100 watt range, or would that be the instantaneous value during the extension pulse?
If the latter is the case, the effective power loss is likely to be in the range of 5-10 watts, and then even a cheaper wooden mallet would suffice.

Ulf:
Even 10 watts of heat is a lot for a small device.

Bertil:
Thank you for the software tip, I'll have to try it out.

What is the easiest way to access the tax signals from the full throttle switch and the turbocharger pressure?
Sure, here's the translation:

'possibly images?'

drikau