Bosch MED9.1

[ferchu2323]

very good info

[alxcrs]

Hello Exelion, bravo, really good job....

[Exelion1986]

thanks to all slowly, slowly, I hope I get to get a good complete map

*frantik3 what do you mean by picking up the maf?

however, the new episode: management of the performance of the turbo pressure
there are several maps to manage the performance of the turbo, or better than the PID control of the wastegate
some are for specific functions, other than the limitations of the maximum values, and still others linearization...

1CD9D2 KFLDIMX
the maximum function of the PID of the wastegate
16-bit
size 8x16
x = value * 0,039063 = mbar difference between turbo pressure request and the current
y = value * 0,25 = g/min
z = value * 0,005 = % maximum function
1CDEDE breakpoint x 16-bit
1C949A breakpoint y 16-bit

1CDAD2 KFLDRL
linearization of the previous map
in theory, that does not change if you change the wastegate
16-bit +/-
size 10x16
x = value * 0,005 = % function
y = value * 0,25 = g/min
z = value * 0,005 = % correct
1CDEF0 breakpoint x 16-bit
breakpoint y the same as the previous

1CDC12 KFLDRQ0
function P of the PID
16-bit
size 4x16
x = value * 10 = mbar difference between turbo pressure request and the current
y = value * 40 = g/min
z = value * 0,05 = % function
1C9349 breakpoint x 8-bit
1C93A7 breakpoint y 8-bit

1CDC92 KFLDRQ1
function of the PID
all the same as the previous

1CDD12 KFLDRQ2
function D of the PID
all the same as the previous

1CDDF2 LDRQ1ST
function of the PID scheme
16-bit
size 16x1
x = value * 40 = g/min
z = value * 0,05 = % function
breakpoint x the same of the previous

1CDE12 LDIATA
the correction function of the PID as a function of the temperature of the inlet air
must reflect any changes to the KFTARX
8-bit +/-
size 8x1
x = a * 0.75 - 48 = ?C intake air temperature
z = value * 0,64 = % correction
1C93EC breakpoint x

1CDEC8 LDRQ0S
function P of the PID scheme
16-bit
size 1x1
z = value * 0,05 = % function

these should be all the maps related
really? I have only used two, I don't know if my approach ? theoretically correct, for? works
first of all, there are two modes of operation depending on the turbo pressure, the cio? when the actual pressure ? lower than required and when ? top
in the first case, we have the contribution of all the 3 functions of the PID, in the second, the function D is turned off
I have only used the KFLDIMX (maximum function) and the KFLDRQ2 (function (D)
in particular, avoid spikes too high of pressure you need to decrease the last columns of the first and increase the second
to make it more? simple as possible I copied the penultimate column in the last two of the KFLDIMX and copied to the second to the last in the last of the KFLDRQ2
trying various combinations of the kind you should get to the desired result, cos? as I have done, it seems to me that the pressure never goes beyond the request
I have yet to verify good performance and then if you do? still some testing to understand the influence of the changes
for further information I recommend going to read some explanation on the PID in general

[Exelion1986]

after a bit of absence due to various commitments, we continue with new maps, this time related to the rail pressure
having the high pressure pump changed, my goal was to get to 130 bar against the 110 original
by modifying these maps (not all, of the list for completeness) I verified that the pressure rises to the desired value and remains stable

1D097E KLPROV
rail pressure limiter
16-bit
size 8x1
x = value * 0,25 = g/min
z = value * 0,0005 = pressure MPa

1D5DE6 RQUAHDPK
radius of the high pressure pump to the square
original diameter 2.0 TFSI 8 mm
original diameter 2.5 TFSI 10 mm
autotech/kmd 9.8 mm
apr 9.5 mm
16-bit
size 1x1
z = value * 0,001 = mm2

1D5DE8 SKHDPMX
stroke of the high pressure pump
stroke 2.0 normal 5 mm
racing engines CDL 5.4 mm
run 2.5 TFSI 4.5 mm
16-bit
size 1x1
z = value * 0,001 = mm

1D617E PGBDVHDO
pressure opening the valve of the return of the rail
16-bit
size 1x1
z = value * 0,0005 = MPa

1D6254 PRNL1
maximum rail pressure (I think for diagnosis)
16-bit
size 1x1
z = value * 0,0005 = MPa

1D6328 KFPRSOLHKS
rail pressure during the beating operation in the homogeneous
16-bit
size 8x8
x = value * 0,001526 = % couple
y = value * 0,25 = g/min
z = value * 0,0005 = MPa rail pressure

1D63A8 KFPRSOLHMM
rail pressure in the homogeneous lean operation
16-bit
size 8x8
x = value * 0,001526 = % couple
y = value * 0,25 = g/min
z = value * 0,0005 = MPa rail pressure

1D6428 KFPRSOLHOM
pressure in the rail operation in the homogeneous
16-bit
size 8x8
x = value * 0,001526 = % couple
y = value * 0,25 = g/min
z = value * 0,0005 = MPa rail pressure

1D64A8 KFPRSOLKH
rail pressure during catalyst overheating
16-bit
size 8x8
x = value * 0,001526 = % couple
y = value * 0,25 = g/min
z = value * 0,0005 = MPa rail pressure

1D6528 KFPRSOLOFF
offset rail pressure during shifting operation in the homogeneous
usually post all to 0
16-bit
size 8x8
x = value * 0,001526 = % couple
y = value * 0,25 = g/min
z = value * 0,0005 = MPa offset rail pressure

1D65A8 KFPRSOLSCH
rail pressure during shifting
16-bit
size 8x8
x = value * 0,001526 = % couple
y = value * 0,25 = g/min
z = value * 0,0005 = MPa offset rail pressure

the breakpoints of all of these pressure maps request are shared and located immediately after the last of them

1D6636 KLLFPRSG
volumetric efficiency of the high pressure pump
16-bit
size 6x1
x = value * 0,0005 = MPa rail pressure
z = value * 0,000061 = coefficient, volumetric efficiency

1D664A KLPRMAX
limiter rail pressure for the engine temperature
16-bit
size 6x1
x = a * 0.75 - 48 = °C engine temperature
z = value * 0,0005 = MPa rail pressure
breakpoint just before as normal, but x in 8-bit

1D66A0 VHDP
the volume of the high pressure pump
calculated with the data of the radius and the race that I listed before
16-bit
size 1x1
z = value * 0,01 = mm3

[frantik3]

very good really

[tomatos666]

thanks so much!

[munro]

wonderful guide, however, you skipped the part about the "supply"

[Exelion1986]

wonderful guide, however, you skipped the part about the "supply"

thanks
oh I know the guide is not finished yet
the portion of the fuel mixture is right the next, I'm still studying it, and then will arrive

[munro]

if you can be of help...
always relative to the file studio posted by exellion we have maps related to "supply"
fuel.we find then:

1D43F4 driver wish lambda
LAMFA
15x6 8-bit
conversion factor
0,007813
Y-axis rpm x 40,000000
8-bit
x-axis % pedal relative to the driver's wish KFPED
16-bit x 0,003052
this map from the name determines the lambda desired of the driver who requires through
the pedal in the ecu,even if the map is small enough,behind it there is an algorithm
very big and complex for the wide choice of afr.I would like to remember that the me7/med9 work constant
mind in cloosed loop so setting this correctly map the ecu autoadatta to give
that afr.this is just one of the many ways that you can use it to give more fuel via the ecu
to the engine.

1D2852 lambda component protection
KFLBTS
12x16 8-bit
conversion factor
0,007813
y-axis rpm x 40,000000
8-bit
x-axis % relative to the fill the air
8-bit x 0,750000

1D2912 lambda component protection with the swirl manifold open
KFLBTSLBKO
12x16 8-bit
conversion 0,007813
y-axis rpm x 40,000000
8-bit
x-axis % relative to the rimepimento air
8-bit x 0,750000
these 2 maps that titanium called limiters, lambda, A and B, in reality, do not limit anything in fact, from the name
the same "take" through a trigger called TABGSS in the ME7 otherwise in the MED9(more forward
I'll write the address) that is the egt computed or real(depends if there is a egt probe or not in the ecu)which
precisely does "take" and work these 2 maps to enrich the afr and avoid "sciolgiere" everything.
it is worth adding that when this condition occurs the ecu in addition to the enrichment also decreases
the timing of the ignition since when persists high temperature of the exhaust gas.
small clarification, the model egt systems with egt calculated is strongly affected for example
if you replace the downpipe with one more "permeable" and then it may happen that the egt computed are
the most high of the real ones, then it would be appropriate to review both the trigger that these 2 maps.

1D27B9 factor delta protection component
KFFDLBTS
12x16 8-bit
conversion x 0,007813
y-axis rpm x 40,000000
8-bit
x-axis % relative to the fill the air
8-bit x 0,750000
this map is a multiplication factor of the calculation algorithm that the ecu adopts contemporary with
the 2 maps above for a given afr, not yet, I was not very clear when you change what you do should be a
further enrichment but there would be to do testing and logs some say that disabling the maps
BTS main through this you can increase the wide choice in collaboration with the other 2 maps when the
the engine and on the threshold of knock to ignition..


1C474C the map correction function MAF
KFKHFM
14x14 8-bit
conversion x 0,007813
y-axis rpm x 40,000000
8-bit
x-axis % relative to the fill the air
8-bit x 0,75000
this map driver titanium defines it as "injection base map" in reality the name is only part
of that big algorithm that I said and the map conversion and calibration function of the maf.
the map injection base is another,this map, according to me, should not be touched for changes
standard you should touch only
for example, when you replace the maf with a bigger and linearize the same correctly in the ecu
however, it is one of the many ways that you can give it gas but here you go, to vary the trim of
adaptation this fact can be changed, with care to fit the correct percentages
adaptation trim fuel.

1C7AB8 correction Factor of the power system alias, map the injection base
FKKVS
conversion 0,000031
8x8 16-bit
y-axis-efficiency injection time
16-bit x 0,001000
x-axis rpm
16bit x 0,250000
this is the map injection time main I do not hack ever, according to me, should be touched when you replace
the injectors in series with the other more big.




for the moment I will stop here but there are really a caterba maps and algorithms that are cell explain in this ecu
sum it all up in these few maps I think not..d altronte there is to say also that there are people to walk
these ecu's/cars touch more of a 50ina maps, and others have obtained the same result if not better by tapping to the maximum
2 or 3, so the gist is, are the ecu is very complex...I have more than three years that I'm studying but still not
I can understand the logic I would like to add that for the me7 for example, there are over 1800 pages of funktiionsrhamen from
put up to understand the above for the med9 pages of FR become 4000 and beyond as the various med17 are still
more complex.
is not a polemic and just a clarification...sorry.

[isfedale82]

from where you take all of this information