There is new version of EMU software 1.110 with many changes and improvements.
The bug with 3 wire PWM idle solenoid bug is fixed (problems with DC between 49-51)
Now the software works under windows XP
Ignition outputs can be assigned to some function like coolant fan, check engine light or fuel pump control.
Now the ignition outputs assigned to coils are not active after ignition on. They became active when RPM signal appears.
There is also full support of AC compressor clutch switch with idle and coolant fan control.
I hope that in this version there will be no more flickering of user interface.
Due to the fact of changing keyboard shortcuts support, it might be required to redefine keys!
We would like to introduce new advanced fueling model. To use new mode in options Fueling/general/Fueling strategy Advance mode should be set. The advance mode use Lambda instead of AFR.
Actually the tables AFR Target are AFR/Lambda target and depend on Fuelling startegy mode
To make tune easier new log tool was added (Tune display)
Advanced fueling model extends the previous fueling strategy (called “basic”) by involving air charge temperature approximation and involving lambda target into final pulse width calculation.
Thanks for new strategy the VE table is “true VE table” and mixture is defined in the table Lambda target.
The following factors are considered during computation:
1) Injectors size and injectors dead time
2) Engine displacement and number of cylinders
3) VE table
4) Lambda table
5) Inlet air temperature
6) Engine temperature (coolant)
7) Transient state correction
8) Other enrichments (warmup, afterstart, LC, and so on)
Using new model the tuner need to build desired lambda target table, and then build VE table manually or using new tools available in the software (auto tunes). If the lambda and lambda target are equal for the whole table, further changes of mixture is done only based on lambda table.
Basic model vs Advanced model
In the table below there are presented factors used for current Fuel Equation Models
USED TABLES
VE table
This table defines volumetric efficiency of the engine. The volumetric efficiency is simply the actual volumetric flow rate divided by the theoretical volumetric flow rate multiplied by one hundred.
This table is created during tuning process. During tuning process the user must assure that for given cell the current lambda is equal to lambda target.
Lambda target table
In Advanced model the lambda table is the very first table that should be defined (before tuning VE table). We define the desired lambda target for given engine RPM and Load that we want to achieve. When the VE table is properly created (and other factors like injectors dead time are defined correctly) the further tuning is performed using this table and does not require the wideband oxygen sensor (however it is wise to check results with the real time data).
In Basic model this table is used only for real time mixture correction based on Lambda sensor and is not used in fuel equation.
Charge temperature estimation table
Charge defines the contents of the cylinder after closing of all valves, the charge consists of the fresh mixture and the residual gases. The simplest way is to use IAT to estimate air density. This approach doesn't consider the effect of air heating via intake manifold and engine elements. The lower air flow, the air heating is more significant. To estimate this phenomena the Charge temperature estimation table was introduced. This table defines how much IAT and CLT influence the charge temperature. 0% means the charge temperature is equal to IAT sensor value, 100% means that charge temp. is equal to CLT sensor value.
It is important that all temperature related calculations are implemented in Fueling equation, and IAT Correction table is used only in special cases !!!
Injectors cal. Table (dead time)
This table is very important in aspect of Advanced fueling strategy. It must be defined before starting VE tuning. If this table doesn't reflect injectors dead time, it will influence the final pulse width and the final lambda might be different than expected (the lower pulse width, the more injectors dead time influence the lambda value).
Fuel pressure correction (DFPR correction table)
FPR corr. table is used to calibrate fuel dose correction related to fuel rail pressure delta. Delta pressure is the pressure difference between the pressure in the fuel rail and manifold air pressure, and is the effective pressure that drives fuel through the injector.
