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As the title suggests, I would like to study the influence of the air mass meter (or mass air flow sensor or flow meter) in the operation of the ECU.
In particular, I would like to clarify if is only used to optimize the combustion and prevent excessive pollution, exclusively through the limiter fumosit?, or if it is used from other maps, or for other purposes.
I don't know, but I think that has to intervene to adjust the fuel mixture to the "better". Then by analyzing the values from the first probe after the discharge, try to "optimize" the supply of diesel in relation to the quantity? and the temp of the air.
We look forward to the most? experts?!
He says the same word air mass meter and the cio? serves
to make it clear to the ECU how much air is being removed, and therefore
adjust the quantity? of diesel,in a few words, and one of the many senses that has the
the control unit in order to understand what is going on.
On this there is no doubt! :)Quote:
Originally Written by Danny
I know that it can catch the signals of the inlet air temperature and quantity? air flow sucked!
With regard to the temperature signal, is used in the various plans corettivi, so here we are.
Quote:
Originally Written by admin
Knowing full well that these detectors are devices that break down and wear out.
So, thinking about the second case: I have a car with a mass air flow sensor is worn, that gives me the most? then the correct values.
I think that only serves their pockets and why? every tot of
time breaks down and who wins are the manufacturers,according to me
they could very well do without it surely would have
found the solution, as for example the BMW m3 from 343cv
equipped with maf and the same version of the BMW m3 csl by 360cv
without
You caught right in the sign! :)Quote:
Originally Written by admin
Having a system that is not the best and not having the desire to throw money to replace it, I was trying to work around the problem... :cool:
For this I wanted to understand what maps are referenced to the signal sent from the mass air flow sensor... ;)
I don't think that changing do the imitator of smoke you will get the sameQuote:
Originally Written by bart
performance with a new one,and the problem is that the Maf varies continuously the signal due to the quantity? air intake
so how do you,on a gasoline you have the throttle potentiometer and the other sensors and the address change
You can go to fixed values, but I don't think that you can match
the work that makes the Maf,of course, I speak of us mere mortals
manufacturers can, however,
But if it were to be only a limiter, modifying it appropriately, we should have performance as new, if not superior, no? :)Quote:
Originally Written by admin
I'm sorry, but I don't understand this sentence!Quote:
Originally Written by admin
However, in this case, I am considering a 1.9 JTD with ECU Bosch EDC15.
Let me figure out how does the ecu know how much
air being vacuumed the engine infunzione rpm without the Maf?
You can give him a map of the fixed values, and just
I speak of the gasoline, in particular, the bmw m3 because of the map with alpha-n
I don't know if you know
No, I'm sorry! I don't know... :(Quote:
Originally Written by admin
The case of the BMW M3 ? much more? complicated, and probably, from what you tell me, ? essential to the value read by the MAF.
But for an old common-rail with edc 15, don't you think you could work around the problem in some way, without having to replace it? :)
It is an old Fiat 1.9 JTD.Quote:
Originally Written by rsteam
You can put a little amplifier signal to the Maf
I believe that in the forum there should be l I scheme to build it
Yes, I think I've seen before somewhere, just that I don't really like to cut the wires of the electrical system in the original, to change it...Quote:
Originally Written by admin
For this I wanted to try to delete it from the map: it would be a less invasive method... :)
It seems to me that some time ago I read somewhere that on the vag edc15 you could do it,
Thanks! :)Quote:
Originally Written by rsteam
http://www.professionalchiptuning.ne...aria-ecu-edc15
c'? also a discussion of some time f? that you should look for in the section "processing" where I asked info about the physical elimination of the maf....and feasible, and the engine and the ecu bases its calculations on the map sensor...
for? I wasn't able to figure out how to do it....
for you bart...http://www.professionalchiptuning.ne...-16-parliamone
Very interesting discussion!!!
The MAP, which is d? temperature and pressure in the circuit of the turbocharger?
should not be more simple by adjusting only the breakpoint of the mass air flow sensor?
Example, if the first maximum gave 20000 and worn down to 10000 would it not be more simple to rescale the BP in a timely manner?
the MAp of modern engines...damage to the ecu, the pressure and the temperature of the air engine...Quote:
Originally Written by Danny
in order to remove any doubt, read here:http://www.professionalchiptuning.ne...-motore-diesel
The alpha-N ? a type of strategy of operation adopted by the various ecu..in practice, the control unit takes into account the primary to inject fuel in symbiosis with the signals from the throttle opening,the alpha, and the engine rpm N,using these two data through a table-volumetric present in the ecu this sa to es to 35% in the opening butterflies and 4,500 rpm corresponds to a given quantity? of air and gasoline accordingly....this method is using especially for those gasoline cars, which take the throttle bodies with the individual and separate where to strategy and speed-density would be less effective because of the weak signal of suction in the manifolds, these engines have...the only downside to this strategy ? that and little adaptable to different climatic situations and are designed as temperature and air pressure...Quote:
Originally Written by bart
Thanks a lot for the guide! I run immediately to read it in full! :)
Thanks munro! :)Quote:
Originally Written by munro
Quote:
Originally Written by franco75
If someone can write, I try... :)
The ecu in question ? EDC15C7.
Are you sure of what sritto? :)Quote:
Originally Written by munro
Exposed in this way, it would seem that the ECU only uses the signals of the accelerator and the engine revs, then the mass air flow sensor would seem to be unnecessary or otherwise not part of the main parameters for mixture... :confused:
Or maybe I have not understood well, I your words...
you can line setting processing the bpQuote:
Originally Written by bart
OK! But where? Do you know where you find these BP? Do you know their address?Quote:
Originally Written by franco75
in fact, both the alpha-N or t-spins that to say it wants management to speed-density or speed? engine-"load" do not use maf....a classic example of the ecu speed density are the marelli full-group iaw 4f of the various delta escort etc...Quote:
Originally Written by bart
while the management butterfly laps, you'll find cars like the bmw m3 e30 e34 m5, etc...
Hello; I would like to propose the following solution; ? an idea that I got from reading the topic.
Given that the main function of the MAF should be the limitation of the smoke (practically represents the flow rate of air in the map "smoke limit"), you could take the signal from the MAP (pressure sensor) and send it also to the input MAF); the two trends should be similar, why? an increase in pressure corresponds to an increase of flow rate, then you should readjust the curves for limiter fumes. I have worked on Delphi DCI1.5 that does not use a MAF, but based limits fuel on the MAP.
bon have the same trend, the maf increases with the rpm