HOT NEWS!
The team decided to port the V3 firmware to EMU CLASSIC!
What is EMU BLACK V3?
EMU BLACK V3 is a new firmware designed for EMU BLACK devices, enhancing their capabilities. This software can be installed on any EMU BLACK device, regardless of its version.
Why was V3 software created?
EMU BLACK is directly derived from EMU Classic software and hardware. Over the years, this software has been continuously improved, but due to the need to maintain compatibility, creating new functionalities was limited. Currently, V2 software no longer allows for further expansion. To not disappoint existing users, we decided to reorganize the architecture, redesign key strategies, and provide them with a superior product. As most of you know, over the past few years, we’ve created a new hardware platform called EMU PRO, where the software was built from scratch. When developing V3 software, we drew from our experience with EMU PRO, aligning some strategies with those of EMU PRO. This will give you more advanced strategies, making future migration to the PRO platform easier.
Will V3 software be compatible with V2 software?
Due to the fact that many strategies have been rewritten and have completely different parameters, they won’t be compatible with V2 maps by parameters. However, we will make efforts to create an importer that will transfer as many parameters as possible from V2 maps. I can guarantee that the most time-consuming aspects of fuel and ignition map creation will be smoothly transferred to V3.
How much will V3 cost?
Nothing. It will be free for all EMU BLACK users 
What changes have been made in V3?
In the coming weeks (every 2-3 days), I will be posting updates describing the changes in the software. We’ll be able to discuss these changes, and perhaps make further adjustments before the official release.
When will V3 be available?
Currently, internal early beta tests are ongoing, which we plan to conclude by December of this year. In the beginning of the next year, we will conduct closed Beta tests, with the aim to release the software to a wider user base by the end of Q1.
Communication and logging
The USB communication system with the device has been completely rewritten. Thanks to this change, regardless of the laptop’s load or the actions performed within the application, all log frames are captured.
During the work on communication, data encryption (DES) has been implemented, which, when a user password is defined, ensures a very high level of data security. This prevents the reading of maps and configurations, even if they are directly extracted from Flash memory. All of this is secured with CRC checksums to ensure that no undesired (or unauthorized) changes have occurred in the data.
Files saved to the disk (automatic log, automatic backup, and projects) are also encrypted (3DES). In future software updates, it will be possible to load a secured project with a password onto a secured ECU if both passwords match. This feature will make it easier for tuners to share secured projects with their clients.
In the future (after the official release), we also plan to offer partially encrypted projects so that some parameters are accessible to users without requiring a password (partial locking).
In the case of V2 software, the channel logging frequency was fixed at 25Hz. V3 software introduces 50Hz logging for selected channels (such as RPM, Analog inputs, MAP, TPS, PPS, etc.) and 250Hz logging for Analog input #6. The goal is to enable precise monitoring of the voltage from the gearbox position sensor for closed-loop gear cut strategies.
Help System
Recognizing the imperfections of the help system in EMU BLACK V2 software, we have created an entirely new help system, first introduced with the EMU PRO premiere. The most significant feature of this system is the ability to create content directly within the software. This allows developers to create help content while developing or modifying existing strategies. This system has also been implemented in EMU BLACK V3 software.
Our goal is to create comprehensive help that describes every aspect of the implemented strategies, making device usage easier, especially for less experienced users.
In EMU V3 software, the Help system is located on the right side and can be summoned or hidden at any time using the keyboard or the help window icon.
Help is context-sensitive, and by changing the current selection in the Tree View, the content of the help window also changes.
Below there is a sample screenshot from the context-sensitive help regarding electronic throttle control strategies.
Sensors setup
In the section on sensor inputs and calibration in version V3, significant changes have been made. As part of the system optimization for reading analog sensors, digital IRR filters have been introduced to enable the filtering of voltage values from analog inputs (for example, in the case of oil pressure sensor, you can use a 5Hz filter, resulting in a smooth graph on the log). Just like in version V2, the analog signals are read at a frequency of 500Hz (the same speed at which EMU strategies are processed), except for the input to which the MAP sensor is connected, which is read at a frequency of 2000Hz. This allows for better signal filtering and prevents resonance related phenomena to the intake frequency through the cylinders. As a result, in the V3 software, the MAP sensor signal is smoother, and the response to its changes is better.
The configuration of digital inputs has also been moved to the sensor configuration. This increases the system’s consistency because CAM#1 or CAM#2 inputs can be used not only as trigger inputs but also as inputs for buttons or as a source of vehicle speed (VSS).
Very significant changes have occurred in the TPS/PPS section. In V3 software, TPS always indicates the throttle position, while PPS indicates the pedal position. The resolution in logs and maps has also been increased from 0.5% to 0.1%. Additionally, tables for calibrating the check sensor (both for electronic throttle and pedal) have been added, allowing for the definition of any system available on the market.
Another innovation for the sensors is an expanded sensor diagnostic system, which allows us to identify the reason for the sensor’s incorrect operation (OK, Unassigned, Short to ground, short to 5V). Additionally, the TPS/PPS sensor has a Check error status.
Revolutionary change in comparison to version V2 is the introduction of the “switches” category. Within this category, you’ll find physical switches (3 physical switch inputs), user switches (switches defined by the user using analog inputs, CAN analog, CAM#1, CAM#2, VSS input), MUX switches (multiple switches connected to an analog input), momentary switches (switches with multiple states), and rotary switches defining multiple discrete positions. When using activations in strategies in V3, you select a switch and logical functions instead of inputs, as in the V2 software. Additionally, it will be possible to assign names to switches, which will facilitate project management.
There have also been significant changes in the configuration of vehicle speed and driven / undriven axles. Distinctions have been introduced between wheel speed, driven and non-driven axle speed, and vehicle speed. These can be configured and assigned different speed sources (e.g., CAN, GPS, digital signal, etc.). As a result, a highly flexible system has been created, allowing for the configuration of any speed measurement system, which is particularly important for traction control and other strategies based on vehicle speed.
Functions
As mentioned earlier, firmware V3 has been largely rewritten. One of the significant changes is the functions that replace parametric outputs from version V2. The new system is very similar to the system known from EMU PRO, ADU, and PMU.
In V3 software, the user has access to 12 functions, within which they can utilize 32 operators. The available operators are: IsTrue, IsFalse, Equal, Not Equal, Less, Less or Equal, Greater, Greater or Equal, And, Or, Xor, And Bitwise, Xor Bitwise, Flash, Pulse, Toggle, Set-Reset-Latch, and Changed.
The parameters of operators can be any logging channels (in V2, there was a limited set of predefined channels). Each function has its name, which is then displayed in the strategy parameters, making it easier to use them.
A unique feature of these functions is that they can not only change their value and set outputs but also activate a specified rev limiter, turn on the check engine light, or introduce ignition correction.
Electronic throttle (DBW)
Using the experience gained from designing the EMU PRO, we have developed the electronic throttle control (DBW) support in the V3 software from scratch.
The primary difference is the increase in throttle position resolution from 0.25% to 0.1% and a twofold increase in the frequency of the throttle electric motor control strategy. Since the DBW strategy is based on the throttle model, we have also simplified the PID controller, which now consists of two sets of coefficients for movement above and below the limp home position.
An important change compared to V2 is the reorganization of nomenclature. TPS always refers to the physical throttle position, while PPS represents the accelerator pedal position. In the case of a mechanical throttle, these values are equal. Additionally, to avoid requiring users to change wiring, you can assign the TPS input as an input for the accelerator pedal position sensor.
Another feature is the 2D CLT limit map, which allows for limiting the throttle position based on the coolant temperature to restrict torque for a cold engine.
We have also improved the diagnosis in the case of throttle error detection as well as during its proper operation. By checking the throttle status, you can identify the source of errors and the strategy actively controlling the throttle at any given moment (such as Idle, Blip, Override, etc.)
A significant change has occurred in the automatic electronic throttle calibration. The algorithm of operation has been completely revised, resulting in the automatic calibration being shortened to less than 40 seconds, with significantly improved results compared to the V2 version.
In summary, creating DBW support from the ground up has allowed us to greatly improve throttle precision and simplify its configuration.
CAN-BUS
The EMU Black device features two microcontrollers working in parallel, providing substantial signal processing power and extensive firmware optimization capabilities. In the V3 software, the CAN bus support has been completely rewritten to make optimal use of the dual-processor architecture. This has significantly increased the capacity to handle the CAN bus, as well as improved computational power utilization.
This optimization is particularly evident in the absence of restrictions for received messages on the CAN bus. For instance, the User-defined CAN can now receive information independently of the selected CAN vehicle stream, which was not possible in the V2 version. It’s also possible to receive GPS data using its factory settings (ID 0x400).
Furthermore, these optimizations have led to better memory utilization and the ability to send the EMU standard stream at a frequency of 50Hz instead of 25Hz. These changes pave the way for further development of standard automotive CAN protocols and the expansion of the User-defined CAN system in the future.
KNOCK SENSING
Knock sensing is another area of software in which significant changes have occurred. Due to the fact that the intensity of vibrations from different cylinders can depend on the distance from the sensor, it is now possible to adjust the signal amplification for each cylinder individually. Additionally, the integrator changes with the engine’s RPM. These changes allow for precise tuning of the parameters of knock sensor, thus enabling optimal detection of improper combustion.
Another change is the separate detection of knock for each cylinder and the ability to adjust the ignition angle per cylinder (only for engines configured for full sequential ignition). This facilitates diagnostics and reduces a decrease in torque in case of knock combustion detection.
A new feature has been introduced called the Knock count channel, which counts all engine operating cycles in which knock combustion occurred. This parameter simplifies diagnostics (no need to review the entire log) and allows, for example, switching the ignition map to a fail-safe one when the knock count exceeds a defined value.
All of these changes have been introduced to increase the safety of the engine and to limit power loss in the event of knocking detection (per cylinder ignition control).
Boost control
In the V3 firmware, the boost control functionality has been rewritten and is now similar to the strategy implemented in the EMU PRO system.
The fundamental change is the introduction of the ‘Boost’ channel, which signifies the boost pressure. In the V2 version, the boost controller operated using absolute MAP pressure. In cases where the pressure signal is noisy, an additional digital filter can be activated exclusively on the Boost channel, significantly improving boost control stability.
The controller can operate in both Open and Closed loop modes. In the Closed loop mode, a completely rewritten PID controller is utilized (employed by all strategies using a PID controller), which, with several improvements, precisely regulates the boost pressure.
The new strategy introduces “target limits,” setting a maximum boost limit. For example, in low coolant temperature conditions, the maximum boost can be restricted to, for instance, 60 kPa.
Another innovation is the “target correction,” directly influencing the boost target. Correction can be applied based on parameters such as CLT, IAT, VSS, EGT, Gear, Ethanol content. This allows for very flexible boost control in response to changing conditions.
Two boost target maps can be created, switchable using a rotary switch or based on the current ethanol content in the fuel.
In the case of an electronic wastegate, the currently calculated duty cycle is converted to the position of the EWG throttle.
Future plans include adding support for boost control using CO2.
User Tables
In the V3 software, support for custom tables has been expanded for fuel, ignition, and PWM.
For both fuel and ignition, three custom tables have been created. Users can select various parameters as axes, including all supported sensors such as oil temperature, oil pressure, rotary switches, analog inputs, etc. This significantly facilitates working with these tables.
Overrun
In the V3 software, the overrun strategy has been completely redesigned. It enables a very smooth transition to the overrun fuel cut state, as well as impressive pops and bangs. Additionally, there is the possibility of creating two completely separate overrun configurations and activating them as needed (with function or user switch).
The primary change compared to the V2 software is the control of the ignition angle during overrun. It allows for the smooth reduction of torque before fuel cut, as well as effective pops and bangs. Additionally, during the operation of the strategy, there is control over the fuel dose, as well as the ability to enrich it before returning to normal engine operation mode.
Rev limiters
Rev limiters have also undergone significant changes. The V3 firmware introduces a new concept of rev limiters. There are two switchable rev limiters, where their behavior can be configured (e.g., one smooth without pops and bangs, and the other an aggressive limiter based on ignition cut), as well as configurable limits of rotational speed depending on the coolant temperature, IAT, ethanol content, and oil temperature. A custom rev limit table has also been added, where we can control the current maximum RPM using a rotary switch. Another method of controlling the rev limiter is through functions where their action sets the maximum engine speed, allowing the creation of advanced control strategies.
The strategies for limiting revs can utilize ignition cut, fuel cut, per-cylinder cut (disabling individual cylinders), control of ignition advance and of electronic throttle position.
