This also makes the autotune trying to compensate that spot by adding way more fuel than elsewhere on the fuel table. I think this migth be caused by acceleration enrichment and I am not quite sure how to set it up in v3.
Is there so kind of guide coming how to set up the enrichement table?
I am aslo having some issues where the car shut down in the middle of coming into stop, I assume this migth be because of the overrun settings?
here are my overrun settings
Today evening there will be new emu black v3 version release with improved acceleration enrichment.
Also asynchronous enrichment is added to compensate the biggest lean spikes.
I also added help for Enrichment strategy.
When I was doing more testing, I got the car not shut down anymore, but starting can still be problematic, car starts up but doens’t leave at iddle and just shuts down for many times, before iddle cathes up.
Another problem I have and checked the log files it has been there since the V2 that the lambda spikes to lean after after pressing the throttle pedal littlebit faster. this problem happens when cruising low tps and then pressing pedal down, there will always be lean spike after that. it makes the car really hard to drive at lower speeds. This also happens when driving highway speed around 10 tps and then pressing the throttle. I tried many setting but didint find anything that resolve this problem. Is there anything I could do? or could this just be problem thats coming from the throttle body and big injectors?
in new version there is added asynchronous acc enrichment waht isbperfect for such sitation.
also try to choose as low as possible tps rate base time (20ms would be perfect but you shouldnt have a noise on tps rate).
Another exyreamly important factor is injection angle. set injection timing to end of injection and try 300 degs as a start value.
U really think 300 deg as injection angle is a good start value? I expect it to be as in V2…means 300deg befor tdc compression stroke, which means u most likely end in injecting into the open valve and some engines don’t like this🙈
Or do i miss something?
I tried playing with the asynchronous enrichment but I was not able to solve the lean spike that I have. With normal accelerstion enrichment I was able to get it slightly better but its still not anywhere close what I would like it to be. It still goes lean before doing anything else if im cruising around 10 tps and tps will go around 30 fast. Tps rate here goes up here fast around 250 and then comes back down.
How is the asynchronous enrichment should be set up?
I used values from 50 to 250 in the acceleration enrichment table to get to see any differences.
Or should I just put the ve table so much higher here or what can I do. I have been doing many testing and nothibg seems to help.
Please send a log and your base map.
You should use both acceleration enrichments asynchronous and synchronous only for higher transients.
You can observe the async injection PW on the channel Acc. enrich. async PW
Question…will a TPS scale for acc enrichment come back?
I didn’t finish my settings yet and don’t know if it is really needed with current SW…but theorie wies it is needed cause of the none linearity of the throttle.
Edit:
I went on with acc enrichment today and noticed something strange:
Why my acc enrichment goes up to 28% although max value in the table is 20%? Clt was at 90deg, where i set factor 0. Do i oversee a correction or is the SW extrapolating the table?
If last thing is the case i think this should be removed.
Seen with SW 3.027.
Acc enrichment is a little bit more complicated in calculations as just the value from table. If you constantly accelerate the added fuel is summed (it is simplification because the algorithm is more complex). So it can be proper result.
Okay…understood.
Since overrun and acc enrichment are partially overlapping topics some points to overrun enter.
If i want to watch negative overrun fuelcorrection, the channel can’t be set up properly:
Second…what is the enter rate for overrun fuel correction? Can we have a parameter for it?
It seems to be a fixed value in the SW atm and the interaction with dec enleanmente make those istuations it hard to control.
fuel correcrions begins immediately when the ignition enter ramp finish.
The ignition ramp reduce the torque so the fuel can be cut immediately without any ramp.
