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Handbook for Euro 1

1. 34 3 17 2 Lean mixture below sensor output voltage 34 3 17 3 Rich mixture above sensor output voltage 34 3 17 4 Maximum enrichment of fuel mixture 34 3 17 5 Maximum lean out of fuel mixture 35 3 17 6 Closed loop mixture correction enabled if air temperature exceeds 35 3 17 7 Closed loop mixture correction disabled if d TPS exceeds 35 3 17 8 High water temperature threshold for closed loop activation 35 3 17 9 Low water temperature threshold for closed loop activation 35 3 17 10 Timer 1 Delay activation of CLC if water temp is below low threshold 35 3 17 11 Timer 2 Delay activation of CLC if water temp is between thresholds 35 3 17 12 Timer 3 Delay activation of CLC if water temp exceeds high threshold 35 3 17 13 Open loop lambda control map
2. 16 3 4 5 Channel 3 Throttle potentiometer error 16 3 4 6 Channel 4 Battery voltage error 16 3 4 7 Channel 5 Water temperature sensor error 17 3 4 8 Channel 6 Air temperature sensor error 17 3 4 9 Channel 7 Open loop lambda sensor error 17 3 4 10 Channel 18 Oil pressure sensor error 17 3 5 Digital Input Configuration 0 0 00 enennnnennen enn nnen enn nnenennnnen 18 3 5 1 Kill Switch 18 3 5 2 Injection ignition trim switch 18 3 5 3 Launch Control 18 Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425
3. 37 3 18 6 Time interval between integral correction steps 37 3 18 7 Self learning weighting diagram 38 3 19 Power Shift 0 20 enn nnen nnmnnn 39 3 19 1 Power shift cut time ignition 39 3 19 2 Power shift reset time 39 3 20 Programmable output Configuration 40 3 20 1 Idle Output 40 3 20 2 Boost Output 40 3 20 3 Warning Light 40 3 20 4 Universal Output 40 3 20 5 Shift Light 40 3 20 6 Power Latch
4. 29 3 15 14 Stepper motor 1 Two Phase 2 Four Phase 29 3 15 15 Total stroke of stepper motor 29 3 15 16 Idle speed spark advance correction f RPM TARGET 29 3 15 17 Idle speed duty cycle correction f VBATT 30 3 15 18 Idle speed duty cycle correction f AIR TEMP _ 30 3 15 19 Proportional correction of idle speed duty cycle f RPM TARGET 30 3 15 20 Integral idle speed duty cycle gain f RPM TARGET 30 3 15 21 Open loop idle valve duty cycle f TH20 CRANKING 30 3 15 22 Target Idle engine speed f TH20 30 3 15 23 Spark advance in idle speed condition f TH20 31 3 16 Lambda Auto Mapping 0 0 0 nenennnnenenn nnn enna nn en enn nnenennnnen 32 3 16 1 Closed loop lambda Learn 32 3
5. 48 3 26 System Setup n n enna enna enna en en nnenenennnn 49 3 26 1 Maximum RPM for use in tables 49 3 26 2 Minimum RPM for use in tables 49 3 26 3 Crankshaft sensor pulse cylinder 1 detected ANTAV degrees before TDC 49 3 26 4 Crankshaft pickup position before TDC only CLIO 49 3 26 5 First SMOT detected after missing teeth in 36 1 60 2 before TDC 49 3 26 6 Crank trigger diSC 50 3 26 7 Select MAP SenSor 50 3 26 8 Select engine load 50 3 26 9 Select lambda sensor 50 3 26 10 Duration RPM tachometer pulse 50 3 26 11 Number of impulses for RPM tachometer each engine revolution 50 3 27 System Setup Data Export
6. 54 3 29 2 Enable output if MAP exceeds limit 54 3 29 3 Enable output if air temperature exceeds threshold 54 3 29 4 Enable output if water temperature exceeds threshold 54 3 29 5 Enable output if throttle position exceeds threshold 54 3 29 6 RPM limit 1 switches output OFF ON 54 3 29 7 RPM limit 2 switches output ON OFF 54 3 29 8 RPM limit 3 switches output OFF ON 54 PIN OUT 22 2 iiini aaia 55 5 COMMUNICATION CONNECTORS 56 5 1 PIN CONFIGURATION CAN Interface 0 ne mann 56 DB9 LEMO 2 02 0sennen anne nn ennennnnannennennenannennenaennenaenaenaenannensennenaenennensenaenannans 56 5 2 PIN CONFIGURATION Sensors and accessories 2 2 22 enn ennennnnennennennnnans 56 6 ERROR RESOLVING 2eeeeeennnnnnneennnennnnnnnnnnnnnnnnnnnnnennnnnnnnnnne 57 Ole Buhl Racing UK Ltd Telephone 44 0 142
7. 40 3 21 RPM limiter 2 20 0 0 0 02 02n0 eenennen m 41 3 21 1 Fuel hard cut above engine speed threshold 41 3 21 2 Ignition soft cut above engine speed threshold __ 41 3 21 3 RPM offset for ignition hard cut 41 3 22 Sensor Calibration 0 0 0 0 0 0 0 0n nn nn nnn 42 3 22 1 Maximum absolute manifold air pressure at 5 volts sensor signal 42 3 22 2 Minimum absolute manifold air pressure at 0 volts sensor signal 42 3 22 3 Maximum absolute auxiliary pressure at 5 volts sensor signal 43 3 22 4 Maximum absolute auxiliary pressure at 0 volts sensor signal 43 3 22 5 Maximum Oil pressure at 5 volts sensor signal _ 43 3 22 6 Minimum oil pressure at 0 volts sensor signal 43 3 22 7 Air temperature linearization table 43 3 22 8 Water temperature linearization table
8. 43 3 22 9 Linearization lambda sensor LINEAR 44 3 23 Shift Lights 0 0 0 0 0 0nennene ence enn enn enn ennen nena nn enn enneneenennenneneenes 45 3 23 1 Shift light Off ON if RPM above limit 45 3 23 2 Shift light Off ON if RPM below limit 45 3 24 Spark Advance Main Maps 2 22 22 one ne nn ne 46 3 24 1 Spark advance offset f AIR TEMP 46 3 24 2 Dwell time f BATT VOLTAGE 46 3 24 3 Spark Advance in Idle speed condition f TH20 46 3 24 4 Spark advance correction f MAP 46 3 24 5 Spark advance Map 46 3 24 6 Spark advance correction on cylinder 1 4 f RPM THR 47 3 24 7 Spark advance correction on cylinder 2 3 f RPM THR
9. 13 3 2 Car SPCC 2a nanan nnn anne nnn nnn enn nena nnn en nnnnenennen ene naenenennemenn nnn 14 3 2 1 Circumference of wheel 14 3 2 2 Number of pulses each wheel 14 3 3 Cranking 2n nanan nnn nnn n nnn nnn nee 15 3 3 1 Prime grouped injection pulse width on first crank pulse _ _ 15 3 3 2 Switch from Crank to Run mode above RPM threshold ___ 15 3 3 3 Switch from Run to Crank mode below RPM threshold __ 15 3 3 4 Cranking fuel injection multiplication 15 3 4 Diagnostics 0 0 nnen nnn n nnn n enn nn nena 16 3 4 1 Diagnostic channel configuration 16 3 4 2 Channel 1 Ignition retardation 16 3 4 3 Channel 2 RPM Over rev 16 3 4 4 Channel 2 MAP sensor error
10. 21 3 12 4 Mixture enrichment when FCO is de activated 21 3 12 5 Injection enrichment active in number of engine cycles 21 3 13 Fuel Limits 0 0 0 0 0 0220 neseeneenee e m 22 3 13 1 Maximum Injection time 22 3 13 2 Minimum Injection time 23 3 13 3 Water temperature threshold TH20WA cancels warmup phase 23 3 13 4 Cancel warmup phase if water temperature exceeds threshold 23 3 14 Fuel Main Maps 222 222 n nnn n nen nn nnn nnn nne nnn nnn nn nnes 24 3 14 1 Injection phase in steps of 90 degrees 24 3 14 2 Fuel Injection trim by switch 24 3 14 3 Fuel injection correction f MAP 25 3 14 4 Fuel injection correction f WATER TEMP 25 3 14 5 Fuel injection correction f AIR
11. 2 22 2n 2nncnnn enn ennnensenneennensennnensenneennenanenscnnnen 51 3 27 1 CAN bus data export 51 3 28 Transient Fuel 20 2nnensnnennennennnnnnennennenannennnenannennennenannennennenmenannen 52 3 28 1 Time interval for d TPS derivative calculation 52 3 28 2 Maximum d TPS derivative value used in calculation 52 3 28 3 d TPS derivative value enable transient fuel 53 3 28 4 Time interval for transient fuel decay calculation 53 3 28 5 Scaling factor for d TPS derivative calculation 53 3 28 6 Transition fuel decay f RPM in d TPS units 53 3 28 7 Transient fuel correction f RPM 53 3 28 8 Transient fuel enrichment multiplier f TH20 53 3 29 Universal OUtput 20 2nsnn sens ennnennenncnnnensennnennenncennannaenncnnaensensennaenscenann 54 3 29 1 Activation delay time from engine start
12. 47 3 24 8 Idle speed spark advance correction f RPM THRS 47 3 25 Spark Advance Setting en nnn nnn nnn enn nn ene nn ene 48 3 25 1 Spark advance time delay correction 48 3 25 2 Time after start with mapped spark advance 48 3 25 3 If water temperature is lt TH2OSA Offset spark advance ANTACC 48 3 25 4 Water temperature threshold TH20SA cancels spark advance correction 48 3 25 5 Spark advance offset ANTACC 48 3 25 6 Spark advance correction by switch 48 Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f Engine Management Systems Ole Buhl Racing UK Ltd ri TECH ASE 3 25 7 Spark advance offset if air conditioning is ON
13. 9 3 SOFTWARE DESCRIPTION 11 3 1 Boost control 2 n nn enn enn en nen nn enn en nen nn enn ennennennennennenannennennenannennennenaenannen 11 3 1 1 Boost control valve fully open below target pressure offset 11 3 1 2 Proportional correction enabled within percentage of sensor range _ 11 3 1 3 Proportional DC step relative to base duty cycle per 100mbar pressure error 12 3 1 5 Closed loop integral control within target boost pressure offset _ 12 3 1 6 Integral step of waste gate duty cycle regulation _ 13 3 1 7 Maximum integral duty cycle correction 13 3 1 8 Boost control valve piloting frequency 13 3 1 9 Open loop waste gate valve duty cycle 13 3 1 10 Target boost pressure f RPM 13 3 1 11 Decrease abs waste gate boost pressure f WATER TEMP _ 13 3 1 12 Decrease abs waste gate boost pressure f AIR TEMP __
14. 19 3 9 Digital Input Launch Control 2 2 0 0 19 3 9 1 Switch Polarity 19 3 9 2 Launch Control Limiter fuel cut 19 3 10 Digital Input Power shift 19 3 10 1 Switch Polarity 19 3 11 Drive By Wire 2 2 2 on nn nn nnn nn nnn n ene nn ene nn enn ennnnen 20 3 11 1 Drive by Wire 20 3 11 2 Desired TPS Target f PPSA 20 3 12 Fuel cut off FCO 0 0 0 0 0 0nnnnn nnn n nn en en en en ene nen n 21 3 12 1 FCO activated if RPM exceeds upper threshold __ 21 3 12 2 Lower RPM limit exit fuel cut off 21 3 12 3 FCO activated if throttle position is below threshold __
15. D Type Controller OB650 Controller EFI Controller Lambda Volt Lambda Volt 0 65 0 64 0 70 1 872 0 70 1 15 0 75 2 340 0 71 1 27 0 78 2 652 0 74 1 58 0 80 2 808 0 77 1 89 0 84 3 120 0 80 2 23 0 86 3 276 0 83 2 52 0 88 3 432 0 86 2 83 0 91 3 588 0 89 3 14 0 93 3 744 0 90 3 22 0 96 3 900 0 93 3 46 1 00 4 056 0 97 3 77 1 04 4 212 1 00 4 00 1 08 4 368 1 10 4 36 1 13 4 524 1 20 4 65 1 24 4 836 1 30 4 92 1 33 4 992 When using a linear lambda sensor ensure you have configured the system to recognise it See section 3 26 9 Using the linear lambda sensor enables the user to the auto mapping function See Section 3 16 Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com I ONS Engine Management Systems Ole Buhl Racing UK Ltd 3 23 Shift Lights The EURO 1 can operate a LED as a function of RPM to give a shift light option This is enabled using either OUTP3 or WarLiT from the option in section 3 20 5 set as either 3 or 4 3 23 1 Shift light Off ON if RPM above limit RPM Set the upper limit at which you want to activate the LED 3 23 2 Shift light Off
16. TPS 20 TPS 0 20 Note d TPS is measured in none specific unit of bits From the d TPS value a calculation of a value named DFARF is used to give the additional injector opening time DFARF d TPS KDIN in psec as on the main fuel map Where KDIN is a scaling factor See section 3 28 5 3 28 2 Maximum d TPS derivative value used in calculation bit For any throttle valve movement the throttle position derivative value is calculated The higher the value the more fuel is added during the transition stage In order to limit the fuel enrichment a limit on DFARF is imposed by setting an upper limit for the d TPS value to be used in the calculation This upper limit is defined here A limiting value of DFARF should be about one third of your maximum base map injector opening time Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com ty P Engine Management Systems Ole Buhl Racing UK Ltd 3 28 3 d TPS derivative value enable transient fuel bit The calculated throttle position derivative value must exceed this limit to activate the transient enrichment system A typical in
17. 35 3 17 14 Time interval between integral fuel corrections _ 36 3 17 15 Proportional fuel correction step first time lean 36 3 17 16 Proportional fuel correction step first time rich 36 3 18 Lambda calibration self learn Standard Lambda sensor only 37 3 18 1 Water temperature threshold activates self learn strategy 37 3 18 2 Throttle position threshold activates self learn strategy _ 37 Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f l Engine Management Systems Ole Buhl Racing UK Ltd i TECNA DGT 3 18 3 RPM threshold activates self learn strategy 37 3 18 4 Delay to activate self learn 37 3 18 5 Duration of self learn calculation
18. ON if RPM below limit RPM Set the lower limit at which you want to activate the LED Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f T Engine Management Systems Ole Buhl Racing UK Ltd 3 24 Spark Advance Main Maps EURO 1 uses two internal inductive or digital drivers for direct ignition coil control From the 35 pin main connector IGN1 pin 25 control ignition on cylinder 1 4 and IGN2 pin 26 controls ignition on cylinder 2 3 The ECU can control the ignition in 3 different ways e 1 ignition coil with 1 HT outlet using a distributor for spark distribution connect IGN1 and IGN2 together in the wiring loom e 1 ignition coil with 4 HT outlets for direct connection to the respective plugs e 1 ignition coil on each cylinder the coil on plug principle The positive connector on the coil on cylinder 1 is connected to battery power supply The negative terminal is connected to the positive terminal on the coil fitted on cylinder 4 The negative terminal from this coil is connected to the ECU on IGN1 The coils on cylinder 2 and 3 are wired likewise and then connected to
19. 125 mbar 1125 mbar OBR 5 bar MAP sensor OB2260 625 mbar 5625 mbar OBR 10 bar oil fuel pressure OB1752 1250 mbar 11250 mbar Marelli 1 bar MAP sensor PRT 03 126 mbar 1102 mbar Marelli 2 5 bar MAP sensor PRT 06 82 mbar 2607 mbar Internal pressure transducer 1 0 bar 105 mbar 1216 mbar Note when using external from ECU MAP sensor In a Speed Density system the pressure is measured after the throttle valve between throttle butterfly and inlet valves and in an Alpha N system the pressure is measured before the throttle valve The signal from the MAP sensor is recorded by the ECU synchronous with SMOT signals Upon changing the pressure limits the pressure span in Vectors and in Tables is corrected accordingly but NOT the output variable Check each Vector and Table after a change in pressure sensor Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f BONIS Engine Management Systems Ole Buhl Racing UK Ltd 3 22 3 Maximum absolute auxiliary pressure at 5 volts sensor signal mbar The euro 1 can run two additional pressure sensor s further to its own inbuilt device This
20. 20 and the actual temperature is Tass 273 Tar E g If the air temperature 40 C the compensation V 293 313 0 968 3 14 6 Fuel injection correction f BARO PRESS 0to2 Corrections dependent on barometric pressure The range of this vector is corrected when a pressure transducer is configured in section 3 22 under Sensor Calibration 3 14 7 Battery Voltage injector offset f VBATT mSec s To compensate for the fuel injector activation time an additional fuel injection correction is used The injector manufacturer normally supplies the data The vector only has to be modified in case of a change of fuel injector type used Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com ty Pa Engine Management Systems Ole Buhl Racing UK Ltd 3 14 8 Fuel injection map p Sec The calculation of the erogation time termed TEROG always initiates from the basic fuel table Fuel injection table 32 RPM x 32 THR Alpha N configuration throttle position versus engine speed Or Fuel injection table 32 RPM x 32 MAP Speed Density configuration manifold air pressure versus engine speed 3 1
21. Check that the parallel port is configured as ECP Check power connection to ECU Check independent CAN interface power supply Try increasing the Time Delay PC communication speed Check COM port address Check baud rate Check power supply to AMC Check PC port driver configuration PC communication speed Check SMOT sensor connection Check SMOT polarity Check firmware version via CAN line information Check learn table values Check fuel injector impedance and ECU version Check sensor clearance Check Maximum Injector time Fit a Watt 33 68 kOhm resister in line with the signal wire in the wiring loom Registered Office Windover House St Ann Street Salisbury SP1 2DR Registered in England No 3635953 V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com
22. The stepper motor works by closing off the air flow in controlled increments The valve can be fully open fully closed or at 1 of a number see section 3 15 15 intervals in between A stepper motor can either be 2 or 4 phase Typically a 2 phase stepper motor has 5 wires and a 4 phase stepper motor has 4 wires see section 3 15 14 Note The output of the idle control air valve is configured in section 3 20 1 3 15 1 Spark advance offset it air condition switch is ON deg Refers to section 3 6 1 If the car is equipped with an air condition system the ECU can correct and stabilise the idle speed to compensate for the higher power consumption If the triggering signal from the air condition system is connected to e g Switch 2 it can be used to alter the idle spark advance by the degrees defined by this constant 3 15 2 Idle condition set within RPM offset to target idle speed RPM The idle speed condition is activated when the engine speed is within the offset specified here of the idle target speed defined in section 3 15 22 The throttle position must also be below the value set in section 3 15 3 A high RPM offset can be a help in stabilising the idle speed 3 15 3 Idle speed condition enabled below Throttle position The idle speed condition is activated if the throttle position is below this limit AND within the RPM offset from section 3 15 2 above 3 15 4 Time interval between integral corrections 1 10 Secs This fun
23. The strategy is cancelled upon reaching 2040 NOTE The cranking map should always end with a multiplication of 1 This way the fuelling is controlled by the base fuel map and the relevant compensations See section 3 14 Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f ONS Engine Management Systems Ole Buhl Racing UK Ltd 3 4 Diagnostics The ECU is capable of performing a control of the consistency of the information s provided by the attached sensors In the case of a malfunction being detected a flag occurs in the associated memory location The diagnostics utilises up to 16 parameters and errors can be found from diagnostic reports produced as a function within ECT 3 4 1 Diagnostic channel configuration Euro1 is currently supplied with the following configuration of the diagnostic channels 3 4 2 Channel 1 Ignition retardation TMDGON Ignition retardation 3 4 3 Channel 2 RPM Over rev SGERRO The value at which an over rev is considered to occur RPM TMKERO Mask time registering over rev i e SGERRO value ignored for time before registering as an error 3 4 4 Channel 2
24. 1 3 Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f T Engine Management Systems Ole Buhl Racing UK Ltd Maximum change to applied duty cycle as configured in 3 1 9 Sensor Range mbar x max percentage of sensor range 3 1 2 x Proportional DC max step 3 1 3 x base duty cycle 100 mbar E G If Parameter 3 1 2 10 Parameter 3 1 3 5 Base duty cycle applied in load condition see 3 1 9 30 Sensor range 2600 mbar 2600 x 0 10 Xx 0 05x 30 3 9 duty cycle 100 Therefore the closed loop boost control allows a duty cycle of 26 1 to 33 9 be applied in that load condition 3 1 3 Proportional DC step relative to base duty cycle per 100mbar pressure error If the actual boost pressure in a given RPM break point does not match the target boost pressure the ECU corrects the applied duty cycle to adjust the boost pressure Detecting a boost pressure error the system first applies a large correction step to the waste gate solenoid valve duty cycle This correction is applied only once and is the proportional correction If the actual boost pressure is
25. 47 41 42 95 44 39 40 100 42 37 38 110 38 35 36 3 22 8 Water temperature linearization table 30 to 130 Same procedure as above in 3 22 7 but for your water temperature sensor Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f 3 22 9 Linearization lambda sensor LINEAR ONIS Engine Management Systems Ole Buhl Racing UK Ltd A linear lambda sensor for exhaust gas monitoring is a valuable aid in engine mapping Using a standard type of lambda sensor for monitoring lambda values is not recommended A considerable change in lambda value is reflected by a change of only a few mV in output signal and is also dependent on the actual exhaust gas temperature Therefore a linear lambda sensor is strongly recommended Its output voltage changes between 0 50 and 5 0 volt and its readings do not alter with variations in exhaust gas temperature We have provided linearization tables for the two main liner lambda sensors below Linearization for our 2 types of controllers follows
26. 5 throttle position breakpoints The map can be defined as a part of the fuel map recommended or equal to the full map Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f BONIS Engine Management Systems Ole Buhl Racing UK Ltd TPS i RPM You can enter the following options In each of the available 25 zones it is possible to control the CLC strategy The 25 zones are defined for operating with the following available options Select Constant Unconditionally closed loop CLC strategy active 0 Unconditionally open loop CLC strategy deactivated 1 CLC strategy deactivated if air temp is below limit section 3 17 9 2 CLC strategy deactivated after terminating idle self learning Section 3 18 4 3 17 14 Time interval between integral fuel corrections msec The lambda closed loop fuel control is regulated by 3 parameters e Time interval between integral fuel correction steps e Proportional fuel mixture correction step first time the mixture is detected being rich e Proportional fuel mixture correction step first time the mixture is detected being lean When the lamb
27. C To allow the engine and the lambda sensor to warm up and reach the temperatures required for good performance the ECU s switching to closed loop control is regulated by 2 temperature limits and 3 timers The strategy requires a definition of a temperature level at which the engine is considered in cold start phase A typical value is 0 to25 degrees C 3 17 10 Timer 1 Delay activation of CLC if water temp is below low threshold sec Timer 1 sets the time for activating the CLC strategy if the water temperature is below the low water temperature limit set in section 3 17 9 A typical time is 50 to 180 seconds 3 17 11 Timer 2 Delay activation of CLC if water temp is between thresholds sec Timer 2 sets the time for activating the CLC strategy if the water temperature is above the low water temperature limit 3 17 9 but below the high water temperature limit 3 17 8 A typical time is 40 to 90 seconds 3 17 12 Timer 3 Delay activation of CLC if water temp exceeds high threshold sec Timer 3 sets the time for activating the CLC strategy if the water temperature is above the high water temperature limit set in section 3 17 8 A typical time is between 20 and 50 seconds 3 17 13 Open loop lambda control map O closed 1 Open loop 4 Self Learn When adapting the lambda control to the various engine conditions idle speed partial load full load etc the parameters can be assigned in a bi dimensional table with 5 engine speed and
28. MAP sensor error SGERR2 Registration if manifold air pressure MAP drops below this limit mBar TMKER2 Mask time for MAP pressure below SGERR2 sec SGERR3 Registration if manifold air pressure MAP exceeds this limit mBar TMKER3 Mask time for MAP pressure above SGERR3 sec 3 4 5 Channel 3 Throttle potentiometer error SGERR4 Registration if throttle positions drops below this limit TMKER4 Mask time for if TPS goes below SGGER4 sec SGERR5 Registration if throttle positions exceeds this limit TMKER5 Mask time for if TPS goes above SGGERS sec 3 4 6 Channel 4 Battery voltage error SGERR6 Threshold for low battery voltage Volt TMKER6 Mask time if VBatt drops below SGERRE6 sec SRPMVB Minimum RPM limit for low VBatt reading RPM SGERR7 Threshold for high battery voltage Volt TMKER7 Mask time if VBatt rises aboveSGERRE6 sec Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f T Engine Management Systems Ole Buhl Racing UK Ltd 3 4 7 Channel 5 Water temperature sensor error SGERR8 Registration if water temperature drops below this limit C TMKER8 Mask t
29. Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f fs Engine Management Systems 3 15 Idle speed Ole Buhl Racing UK Ltd The intention of this strategy is to obtain an idle speed unaffected by the applied variations in engine load caused by power steering alternator etc Applying this strategy the ECU regulates both on the idle bypass airflow as well as on the spark advance A solenoid air valve controlled at a fixed frequency regulates the idle bypass airflow The length of the open period is referred to as the duty cycle The ECU driver is capable of controlling 2 valves in parallel Similar to the boost pressure regulation the idle speed strategy operates with an Open Loop pre defined section and a Closed Loop section Proportional Integral self regulation TDCBAS TH2O0 16 DCBASE 0 100 CNTCRK 8 TKDCVB VBATT 8 KDCVBA 25 25 G TKDCTA Tair 8 KDCTAR 25 25 G Z Forr TIMAC1 sec KDCAC1 ACOn e 0 25 DCMIOL KDCAC2 At idle TNGDES TH20 16 NG DES a RPMLOW NG_DEY TKDCEP RPMERR 8 TKIERI RPMERR 8 nel Telephone 44 0 1425 47 88 22 Telefax 44 0 1425 47 88 66 sales efitechnology co uk www efitech co uk Ole Buhl Racing UK Ltd Roughwood House Highwood Nr Ringwood Hampshire BH24 3LE England KIRPME 0 1
30. Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f SIS Engine Management Systems Ole Buhl Racing UK Ltd 3 19 Power Shift If a dog clutch type or sequential gearbox is used it is possible to use an ignition cut to allow full throttle gearshifts 3 19 1 Power shift cut time ignition msec This constant interrupts the ignition pulses for a given time period mSec once the power shift has been activated The activation can come from a micro switch or strain gauging system on the lever Connected to either switch 1 or 2 an input pulling to ground will activate the gear cut see section 3 5 The cut is activated only once the switch connects to GND Keeping the switch connected does not repeat the function See section 3 19 2 A typical cut time when using a sequential gearchange is 50 to 60 mSec 3 19 2 Power shift reset time msec The ignition power shift can be re activated after this time interval Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created wi
31. TEMP 25 3 14 6 Fuel injection correction BARO PRESS _ 25 3 14 7 Battery Voltage injector offset f VBATT 25 3 14 8 Fuel injection map 26 3 14 9 Fuel Injection multiplication factor during warm up f TH20 26 3 14 10 Fuel injection correction TPS 26 3 14 11 Fuel Injection correction f THROT if RPM lt Crank to Run threshold 26 3 14 12 Fuel Injection correction on cylinders 2 3 f THROTTLE _ 26 3 15 Idle speed 2 22 n nnn nn nnn nnn nnn nnn enn nen enn nner ene ennnnen enn enen 27 3 15 1 Spark advance offset it air condition switch is ON _ 28 3 15 2 Idle condition set within RPM offset to target idle speed _ 28 3 15 3 Idle speed condition enabled below Throttle position _ 28 Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windove
32. The system has 5 inputs as shown left Water Temperature Crank Count Battery Voltage Air Temperature Air Conditionning Status Note It is also enabled disabled relative to throttle position O DUTYMI MINDCM MAXDCM Hjo 25 25 X VELOC lt SVELMI KIDCERI MXINTN MXINTP INT KIRPME RPMERR Calculate every TEMPOI 0 25 5 sec Registered Office Windover House St Ann Street Salisbury SP1 2DR Registered in England No 3635953 V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f BONS Engine Management Systems Ole Buhl Racing UK Ltd The idle control is managed in two separate phases the proportional and integral steps The proportional step is an initial one time correction It acts to perform a large correction after which integral corrections are used to further refine the idle speed with small repeated adjustments The Idle air valve can be controlled by two forms of output either a PWM pulse width modulator or by a stepper motor control The PWM controls a valve that continually opens and closes the signal repeated by the frequency configured in section 3 15 9 The open time of the valve within that frequency is called the duty cycle This duty cycle is configured relative to engine revolutions from start up and water temperature A closed loop correction is applied to the duty cycle relative to error in the target idle rpm 3 15 19
33. about half the range of the map sensor Also see 3 1 1 the primary threshold for the closed loop in both proportional and integral trims Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com E P Engine Management Systems Ole Buhl Racing UK Ltd 3 1 6 Integral step of waste gate duty cycle regulation This defines the size of the step made by the integral correction in terms of the base duty cycle This should be about 1 10 of the size of the proportional step 3 1 3 3 1 7 Maximum integral duty cycle correction Definition of the maximum alteration of the duty cycle applied to the solenoid valve by the integral correction as a percentage of the base duty cycle 3 1 8 Boost control valve piloting frequency Hz Several types of solenoid valves can be chosen Their individual characteristic is defined by the recommended duty cycle frequency 3 1 9 Open loop waste gate valve duty cycle f RPM The intention of this strategy is to obtain a precise regulation of the turbo charger boost pressure in both engine load configurations An efficient and repeatable regulation must be guarantee
34. actual spark advance differs change the delay correction time Once configured this constant never has to be changed for the selected set up A typical value for Marelli SEN 8 electromagnetic sensors is 100 uSec 3 25 2 Time after start with mapped spark advance sec When starting the engine the oscillating revolutions of the crankshaft do not allow a reasonable calculation of the spark advance For this reason the spark advance is fixed synchronous to the crankshaft pulses Being positioned by the ANTAV crank pickup position before TDC of their corresponding cylinders the given spark advance when starting is exactly equal to ANTAV It is possible to correct the initial soark advance but only after the time interval set by this constant has passed 3 25 3 If water temperature is lt TH2OSA Offset spark advance ANTACC in sec A correction to the initial spark advance can be applied to more rapidly build up engine and exhaust temperature This offset is applied if the initial water temperature is below the level TH2OSA defined in section 3 25 4 If the water temperature is below that threshold then a spark offset ANTACC set in section 3 25 5 This parameters defines the time period the offset is applied for 3 25 4 Water temperature threshold TH20SA cancels spark advance correction C The spark advance correction set in section 3 25 5 for time defined above in 3 25 3 is cancelled when the water temperature exceeds the temperature
35. as a barometric sensor hence select external to configure use of additional MAP sensor See section 3 26 7 Two additional 0 to 5 Volt sensor inputs are also available The system can be configured for almost any commercially available transducer having 5 or 12 Volt excitation voltage and a 0 to 5 volt output signal The basic software operates with a pressure input up to 12 bar Note Pay attention to the sensors temperature range Our recommended transducers are guaranteed to 125 degrees C 3 22 1 Maximum absolute manifold air pressure at 5 volts sensor signal mbar The first two parameters allow configuration for an external map sensor Here you enter the calibration value of your pressure sensor relative to a 5v output For input values see instructions under 3 22 2 Remember to select 0 external MAP sensor in section 3 26 7 to activate the external MAP sensor When the external sensor is used the ECU s internal sensor becomes a Barometric sensor 3 22 2 Minimum absolute manifold air pressure at 0 volts sensor signal mbar Here you enter the calibration value of your pressure sensor relative to a Ov output In order to make the configuration of the pressure sensors easy the following list contains the minimum and maximum limits for various recommended transducers Manufacturer Type Min pressure 0 Volt Max Pressure 5 Volt Bosch 1 bar MAP sensor 0261230004 120 mbar 1120 mbar OBR 1 bar MAP sensor OB2259
36. in SD Correction depending on cooling water temperature Correction depending on air temperature Correction depending on barometric pressure Correction depending on warm up strategy and activation Fuel injector correction depending on battery voltage This value is supplied by fuel injector manufacturer In the calculation chain it is possible to introduce other coefficients i e transition coefficients or switching the calculateeon result to zero i e fuel cut off condition all depending upon the actual engine state and load 3 14 1 Injection phase in steps of 90 degrees deg Euro 1 can operate with different settings for the fuel injection phase The beginning of an injection period is programmable in steps of 90 degrees between 0 to 360 degrees where 0 degrees is TDC in combustion phase according to the constant 3 14 2 Fuel Injection trim by switch Oto 2 A switch can be used to apply a fuel injection correction to the map This is a multiplier correction ranging from 0 to 2 i e 2 double the fuelling in the main map See section 3 5 2 Telephone 44 0 1425 47 88 22 Ole Buhl Racing UK Ltd Roughwood House Highwood Telefax Nr Ringwood Hampshire BH24 3LE England 44 0 1425 47 88 66 sales efitechnolo www efitech co uk Registered Office Windover House St Ann Street Salisbury SP1 2DR Registered in England No 3635953 V A T Nr GB 722 5686 27 co uk PDF created with pdfFac
37. nearest fuel table speed breakpoint Be careful to select quite a narrow offset to reduce errors from neighbour breakpoints A typical value is about 50 to 100 RPM Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com E Pa Engine Management Systems Ole Buhl Racing UK Ltd 3 16 8 Active within TPS breakpoint offset Self mapping is activated if the TPS is within this offset to the nearest throttle position breakpoint Be careful to select the offset quite narrow in order to reduce errors from neighbour breakpoints around 2 3 16 9 Integral fuel correction step Integral correction steps in of the basic fuel injection times Typical value for initiative dyno mapping is 0 5 0 8 while a value of 0 1 to 0 2 is recommended for in car fine tuning The fuel injection time is corrected each 100 mSec 3 16 10 Maximum allowed fuel mixture correction Re mapping of a fuel table breakpoint is limited to a maximum percentage correction Typically the offset could be set to between 5 and 10 The dyno operator can override this safety limit for real time mapping 3 16 11 Targe
38. position sensor on the pedal itself This measures the driver input and sends a signal to the electronic throttle body controller ETB The ETB then computes the signal and sends a calculated output to the throttle controller module on the engine This is then opened or closed as directed by the ETB 3 11 1 Drive by wire Select 0 to disable the drive by wire system or select 1 to enable it 3 11 2 Desired TPS Target f PPSA The PPSA is the pedal position sensor input This allows a calibration between actual throttle position and corresponding voltage reading from the throttle position sensor Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f ONS Engine Management Systems Ole Buhl Racing UK Ltd 3 12 Fuel cut off FCO The ECU is capable of switching off the fuel injection if required during deceleration or sudden closing of the throttle valve The ECU enters the Cut Off status if the water temperature is above 40 degrees C and the following conditions are found 3 12 1 FCO activated if RPM exceeds upper threshold RPM If the throttle position is below the limit defined in section
39. relays for 3 seconds to prime the fuel system e Collecting and transmitting data on its communication lines The engine exits the Key On condition passing into Cranking upon reception of the first pulse from the crankshaft speed sensor 3 3 1 Prime grouped injection pulse width on first crank pulse uSec At the first received crank signal SMOT signal the ECU executes a synchronous injection simultaneously on all injectors with a fixed duration This injection is referred to as Prime Injection and in this parameter you specify its magnitude 3 3 2 Switch from Crank to Run mode above RPM threshold RPM Determines the engine speed at which the ECU switches over from the cranking strategy to the main engine map 3 3 3 Switch from Run to Crank mode below RPM threshold RPM Determines the engine speed at which the ECU switches over from the main engine map back to the cranking strategy 3 3 4 Cranking fuel injection multiplication The fuel injection in Cranking is calculated based on the values listed in the basic fuel map Acting on these values apart from relevant correction factors is a multiplier which is able to deliver a considerable enrichment necessary for starting the engine and keeping it running the first seconds The multiplication depends on the water temperature and may vary between 0 and 8 COUNTER is the counter of the engine revolutions It initiates from 0 and increases in steps of 1 each crankshaft rotation
40. the ECU is configured as a turbo charged Alpha N system A typical correction for a turbo charged engine retards the ignition 10 degrees for each 1 bar increase in boost pressure 3 24 5 Spark advance map This is the default condition of the system The spark advance value is found in the tables Spark advance table 32 RPM x 32 THR Alpha N configuration throttle position versus engine speed Or Spark advance table 32 RPM x 32 MAP Speed Density configuration manifold air pressure versus engine speed Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f BONIS Engine Management Systems Ole Buhl Racing UK Ltd 3 24 6 Spark advance correction on cylinder 1 4 f RPM THR Spark advance correction can be made to either cylinder pairing 1 and 4 or 2 and 3 This allows compensation for differing cylinder temperatures and detonation thresholds The correction is defineable relative to engine speed and throttle position 3 24 7 Spark advance correction on cylinder 2 3 f RPM THR As above in 3 24 6 but for cylinder pairing 2 and 3 3 24 8 Idle speed spark advance correction f RPM THRS Same param
41. the ECU on IGN2 3 24 1 Spark advance offset f AIR TEMP This vector allows an adjustment between 32 32 degrees of the spark advance as a function of air temperature ve advance ve retardation These values operate as an addition to the base spark map 3 24 2 Dwell time f BATT VOLTAGE msec To obtain the maximum performance of the selected ignition coil the ECU allows a dwell time variation according to the battery voltage The dwell time determines the ignition coils electrical power consumption The more demanding the energy of the coil for the well functioning of the engine the higher must be the power consumption of the ignition coil The correct dwell time for various ignition coils can be supplied on request 3 24 3 Spark Advance in Idle speed condition f TH20 This compensation vector is the same as in section 3 15 23 This is simply another access point to same chart It specifies the base spark advance for running in idle condition relevant to water temperature The idle speed is then kept at its target value by offsetting the base spark advance value defined by the amounts defined in section 3 15 16 3 24 4 Spark advance correction f MAP Spark advance correction between 32 32 degrees depending on manifold absolute air pressure Valid for Alpha N throttle not pressure based maps only This vector allows spark advance correction due to a change in manifold air pressure It is in particular important when
42. wasted spark principle The use of inductive ignition power amplifiers are preferred due to their high energy long duration spark and is widely used in Formula 1 engine management systems It is possible to select different engine load configurations The load can be selected either as Speed Density air pressure or Alpha N throttle position The ECU is provided with a built in 1 bar absolute manifold air pressure sensor All configurations include boost pressure control for turbo charged engines idle speed and closed loop lambda control Alternatively the aspirated engines can benefit from programmable variable inlet manifold length Euro1 controls high impedance fuel injectors The ECU benefits from the following fully programmable inputs e Throttle position sensor TPS e Auxiliary air pressure sensor e Air and water temperature sensors e Standard heated lambda sensor Euro1 has been developed for possible connection with several interesting accessories 2 1 1 CAN Interface The Euro 1 system is based on a CAN communication line between the Euro1 ECU and a PC executing the supplied EFI Technology software The CAN interface can be provided for either parallel or USB port configurations and with either a DB 9 or Lemo loom connection N B The wiring loom has a separate power supply connector to power the CAN interface marked DIR 12 VOLT Without this power supply the CAN interface does not function 2 1 2 AMC activ
43. 16 2 Active if throttle position exceeds limit 32 3 16 3 Active if engine speed exceeds limit 32 3 16 4 Active if water temperature exceeds limit _ 32 3 16 5 Active if d tps transient is less than 32 3 16 6 Maximum lambda to target error 32 3 16 7 Activate within RPM breakpoint offset _ 32 3 16 8 Active within TPS breakpoint offset 33 3 16 9 Integral fuel correction step 33 3 16 10 Maximum allowed fuel mixture correction 33 3 16 11 Target lambda value f RPM THR 33 3 16 12 Lambda Control 33 3 17 Lambda Calibration 0 0 0 0senenennnnen enn nn enn en enn nnen enn nnenennnnnn 34 3 17 1 Lambda control
44. 2 ON after TIMAC1 interval This constant sets the correction to the applied duty cycle if switch 2 is activated and the time since activation has exceeded the time set in section 3 15 6 3 15 9 Idle air valve duty cycle frequency Hz The piloting frequency varies from model to model of air valve The idle air valve operating frequency in Hz can be obtained from the manufacturer 3 15 10 Maximum positive duty cycle integral regulation The integral duty cycle correction is limited at this value The positive integral correction is the increase in the duty cycle applied when the actual engine idle speed is below the target idle speed A typical value is between 5 and 15 3 15 11 Minimum negative duty cycle integral regulation The integral duty cycle correction is limited at this value The negative integral correction is the decrease in the duty cycle applied when the actual engine idle speed is above the target idle speed A typical value is between 10 and 20 3 15 12 Maximum actuated idle speed duty cycle This limit defines the maximum allowed duty cycle applied to the idle air valve This threshold is the limiting factor and will override all other limits 3 15 13 Minimum actuated idle speed duty cycle This limit defines the minimum allowed duty cycle applied to the idle air valve This threshold is the limiting factor and will override all other limits 3 15 14 Stepper motor 1 Two Phase 2 Four Phas
45. 25 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f SIS Engine Management Systems Ole Buhl Racing UK Ltd 3 13 Fuel Limits General Fuel Information The fuel injector is a miniaturised lightweight solenoid valve As the ECU sends injection signals to the injector a valve is pulled back and fuel is released into the intake manifold The amount of fuel injected is controlled by the ECU in terms of the injection pulse duration Euro 1 ECU s can handle fuel injectors with an impedance exceeding 12 Ohm termed high impedance Before initiating mapping the engine it is important to consider the flow range of the fuel injector and the fuel pressure This calculation is in particular important on turbo charged engines configured using the Alpha N mapping system throttle based When the absolute air pressure is doubled from 1 to 2 bar 1 bar boost pressure twice the amount of fuel is required The injection time must be tripled in case the engine is intended to run up to 3 bar absolute pressure 2 bar boost pressure It is very important that the actual injector opening TINJ always is kept lower than the time available for the engine cycle Remember that it takes 10 mSec to perform 1 engine revolution at 6 000 RPM You may have to co
46. 3 12 3 and the engine speed exceeds this limit the fuel cut off strategy is active 3 12 2 Lower RPM limit exit fuel cut off RPM If the throttle position is below the limit defined in section 3 12 4 and the engine speed is below this limit the fuel cut off strategy is disabled and fuel injection is re established 3 12 3 FCO activated if throttle position is below threshold Throttle position below which fuel injection cut off can be activated If the throttle position exceeds this limit the cut off strategy is switched off No hysteresis is acting on the throttle position limit Both engine speed and throttle position conditions must be fulfilled in order to enable the fuel cut off 3 12 4 Mixture enrichment when FCO is de activated When exiting from fuel cut off it may be necessary to introduce a correction to the fuel injection for several crank SMOT pulses This compensates the fuel condensing on the inlet ports which have dried during the deceleration This fuelling correction is controlled by a multiplication constant with a value between 0 and 2 3 12 5 Injection enrichment active in number of engine cycles The fuel injection correction 3 12 4 during exit from fuel cut off status is active for a number of engine cycles defined by this constant Values between 0 and 255 can be selected Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 14
47. 4 9 Fuel Injection multiplication factor during warm up f TH20 0 to 2 This relates back to the parameters in the fuel limits section 3 13 3 and 4 The warm up phase is activated when the engine first fires up until a water temperature threshold is exceeded for a given time period A fuel correction multiplication table is used to control the fuelling relative to throttle position and engine speed 3 14 10 Fuel injection correction f TPS Oto2 Injection time correction by a multiplier 0 to 4 depending on throttle position Normally used for slight fuel corrections to basic table Only valid in Speed Density systems using sd descriptor file 3 14 11 Fuel Injection correction f THROT if RPM lt Crank to Run threshold Throttle position dependent correction to the main fuel map when RPM is below the threshold set in section 3 3 2 Cranking fuel is based on the first engine speed breakpoint in the map multiplied by Cranking fuel injection multiplication Section 3 3 4 then multiplied by this parameter 3 14 12 Fuel Injection correction on cylinders 2 3 f THROTTLE 0 to 2 This parameter allows you to apply additional fuel to just 2 cylinders numbers 2 and 3 relative to throttle position This can be used to even out the engine if required Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR
48. 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com drik foe Engine Management Systems Ole Buhl Racing UK Ltd 3 5 4 Power Shift 18 3 5 5 Air condition switch 18 3 6 Digital Input Air Condition 19 3 6 1 Switch Polarity 19 3 7 Digital Input INJ IGN Trim by Switch 0 00s2n enennennennenennenneenes 19 3 7 1 Switch Polarity 19 3 8 Digital Input Kill Switch 19 3 8 1 Switch polarity 19 3 8 2 Kill switch activation delay
49. 5 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f ri TECHN ASE Engine Management Systems Ole Buhl Racing UK Ltd 1 ABBREVIATIONS AND SYMBOLS A D Analogue Digital converter d TPS Throttle position derivative i e rate of change of throttle position ECU Fuel injection ignition computer Electronic Control Unit Editor The editor allows you to configure your engine map to your specific requirements It can be run online with the ECU or a file can be loaded from your hard drive In the editor you can configure a large range of engine parameters by adjusting either limits constants vectors or tables ANTAV Angle in degrees between crank tooth passing directly under the sensor to the point at which the reference cylinder is in TDC DTW Duty Cycle SMOT Crankcount SCAM Camshaft Count SA Ignition Spark Advance is expressed in crankshaft degrees in respect to TDC T90 The time period between 2 pulses SMOT TEROG Fuel injection erogation time This expresses the basic fuel injection value from the table corrected with all corrections except the battery voltage correction TINJ Actual opening of the fuel injector TINJ TEROG B
50. 8D pickup SMOT Signal toECUpin4 e Es ee T G y al R lich sensor arem w i O heating Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f fs Engine Management Systems 6 Error resolving No display error message 68 Error asking static table address to device 127 Cannot send firmware to ECU Error CAN message when on line AMC connected but not active AMC cuts out while on line Engine does not start no crank counting Engine does not start with new ECU Engine does not start after loading map to new ECU Engine with twin injectors runs very bad and lean Engine misfires badly at high RPM Engine is fitted with Bosch inductive pickup s and misfires at higher engine speeds Ole Buhl Racing UK Ltd Roughwood House Highwood Nr Ringwood Hampshire BH24 3LE England Telefax sales efitechnolo Telephone 44 0 1425 47 88 22 44 0 1425 47 88 66 co uk www efitech co uk Ole Buhl Racing UK Ltd Check PC port driver configuration No connection to ECU Check ECU power supply Check CAN interface direct power supply Check parallel port address
51. H20 CRANKING The table is used to assign the necessary duty cycle values as a function of water temperature and engine phases The phases are included allowing an increased idle speed straight after the start of the engine After the first 2000 RPM the duty cycle applied is the value assigned to the breakpoint 2040 in the table The duty cycle is required to obtain the target engine idle speed To this initial value will be added corrections for air density differences activation of power steering or air condition and the influence from variations in battery voltage The resulting idle duty cycle following these corrections is DCMIOL 3 15 22 Target Idle engine speed f TH20 RPM The desired engine idle speed is defined here solely as a function of the water temperature During the warm up phase it is possible to specify a higher engine speed The idle speed condition is also defined by use of this vector in combination with the throttle position setting in section 3 15 3 and the engine RPM offset defined in section 3 15 2 Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f ri TECHN OY En
52. as a function of the engine speed It can be weighted to give a greater effect more than 1 at lower RPM to compensate for reduced air flow into the engine 3 28 8 Transient fuel enrichment multiplier f TH20 This multiplier allows a correction of the transient fuel as a function of the water temperature Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com BONIS Engine Management Systems Ole Buhl Racing UK Ltd 3 29 Universal output The universal output positioned on pin 9 in the main connector is available for use i e with variable inlet length and variable camshaft position When activated pin 9 is grounded To activate the output all the following conditions must be fulfilled Also see section 3 20 4 3 29 1 Activation delay time from engine start sec The output can be activated after this time delay from the start of the engine 3 29 2 Enable output if MAP exceeds limit mbar The output can be activated if the manifold air pressure MAP exceeds this limit 3 29 3 Enable output if air temperature exceeds threshold C The output can be activated if the inlet air temperature exceeds th
53. attery Voltage Correction T90 Time between 2 pulses smot crank Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f ONIN Engine Management Systems Ole Buhl Racing UK Ltd 2 INTRODUCTION This document describes the function of the EURO1 engine management system which adapts easily to a 4 cylinder engine aspirated as well as turbo charged All new EFI Technology engine management systems operate with the benefits from the use of CAN communication between components Computer Area Network CAN is a new high speed communication protocol standard specifically developed to meet the harsh conditions found in a modern race car It provides automatic error corrected communication even in very noisy environments The communication between different EFl Technology devices is provided via a 2 wire bi directional serial bus To ensure a quick and easy expansion the CAN line is always left open ended 2 1 General EURO1 is an integrated injection ignition system with semi sequential fuel injection The ECU incorporates 2 ignition drivers allowing the construction of a static spark advance using
54. below the target value negative pressure error the proportional correction is negative and thus subtracted from the actual applied duty cycle obtaining a higher boost pressure If the actual boost pressure exceeds the target value positive pressure error the proportional correction is positive and thus added to the actual applied duty cycle obtaining a lower boost pressure This parameter defines the maximum value of the proportional correct in conjunction with 3 1 2 as can be seen at the top of the page relative to the base duty cycle 3 1 9 per 100 mbar error in boost The regulation value is configurable in terms of percentage of the duty cycle A typical starting value would be around 10 3 1 4 Time interval for integral corrections msec If the proportional duty cycle correction was not sufficient to equalise the actual and the target boost pressure the ECU applies small increments to the duty cycle This is referred to as the integral correction The integral correction is activated with the offset pressure range defined below in 3 1 5 The time interval parameter defines the duration between calculations of the integral boost pressure correction A typical value is 40 msec Decreasing the time interval will mean the corrective steps occur at a higher frequency 3 1 5 Closed loop integral control within target boost pressure offset mbar This parameter defines the operating range of the integral steps Normal values would be
55. ch co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f BONIS Engine Management Systems Ole Buhl Racing UK Ltd 3 17 5 Maximum lean out of fuel mixture This constant defines the maximum allowed leaning out of the fuel mixture when the system is working in closed loop correction CLC An allowed decrease of i e 25 is set as 0 75 3 17 6 Closed loop mixture correction enabled if air temperature exceeds C To activate the CLC lambda strategy the measured ambient air temperature must exceed this limit A typical value could be 10 0 degrees C 3 17 7 Closed loop mixture correction disabled if d TPS exceeds BITS To avoid any undesired leaning out of the fuel mixture during any engine acceleration phase the CLC strategy can be cancelled momentarily The value could be set equal to the transient fuel enrichment activation level with a typical value of 0 to10 See section 3 28 3 3 17 8 High water temperature threshold for closed loop activation C To allow the engine and the lambda sensor to warm up and reach the temperatures required for good performance the ECU s switching to closed loop control is regulated by 2 temperature limits and 3 timers The strategy requires a definition of a temperature level at which the engine unconditionally has finished its warm up phase A typical value is 60 to 85 degrees C 3 17 9 Low water temperature threshold for closed loop activation
56. ched off and re started Note The fuelling compensation for water temperature is also cancelled at this point See section 3 14 4 3 13 4 Cancel warmup phase if water temperature exceeds threshold TH20WA for sec When the water temperature has been above the limit described in section 3 13 3 for this period of time the warm up phase terminates Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com id fos Engine Management Systems 3 14 Fuel Main Maps Ole Buhl Racing UK Ltd The Injector opening programmed into the main fuel table will be corrected by a series of multiplier coefficients TINJ TINJ is calculated by Fuel injection table Fuel injection correction from switch Fuel injection correction f MAP Fuel injection correction f WATER Fuel injection correction f AIR TEMP Fuel injection correction f BARO Fuel injection for warm up Fuel injector offset f VBATT Actual duration of pulse applied to the fuel injector Opening time from main Fuel Table Correction depending switch input see 3 5 2 Correction depending on manifold air pressure or TPS
57. ction defines the time interval in seconds between calculations of the integral correction step of the idle duty cycle 3 15 5 Negative integral duty cycle correction cancelled above threshold Km h In case the actual car speed exceeds this limit the calculation of negative integral gain is cancelled 3 15 6 Initial idle duty cycle correction timer TIMAC1 if Switch 2 ON sec The correction to the duty cycle described in section 13 15 7 is limited to the time period listed here Exceeding this period the duty cycle correction is then defined by the constant in section 13 15 8 Refer to section 3 5 for configuring switch 2 Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com E P Engine Management Systems Ole Buhl Racing UK Ltd 3 15 7 Initial idle duty cycle Correction if Switch 2 ON If the triggering signal from an input connected to Switch 2 is activated it can be used to alter the idle speed duty cycle applied to the idle air valve It is increased by the percentage defined by this constant Refer to section 3 5 for configuring switch 2 3 15 8 Idle duty cycle correction if switch
58. d at part load as well as in full load condition The open loop duty cycle values define the required value in each engine speed breakpoint allowing the engine to reach its target boost pressure If this is well tuned it will match to the target boost pressure and negate the need for the proportional and integral error correction It is also the base duty cycle from which the closed loop system is then operating 3 1 10 Target boost pressure f RPM BAR This defines the target boost pressure as a function of engine speed used for regulating the closed loop control The boost control when active tries to obtain the boost pressure values expressed in this vector 3 1 11 Decrease abs waste gate boost pressure f WATER TEMP BAR In this vector it is possible to decrease the boost pressure as a function of coolant water temperature N B This decrease only has an influence if the closed loop regulation is active see 3 1 1 3 1 12 Decrease abs waste gate boost pressure f AIR TEMP BAR In this vector it is possible to decrease the boost pressure as a function of inlet air temperature or air temperature after the intercooler N B This decrease does only have an influence if the PI regulation is active see 3 1 1 Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efit
59. da sensor detects that the mixture is lean the ECU responds by introducing a percentage enrichment of the fuel mixture This is the proportional step for detected lean mixture From that moment on the integral correction enriches the fuel mixture by fixed 0 8 steps every time interval in mSec s The longer the time interval between corrections the slower the enrichment At a certain point the mixture reaches a rich level so high that the lambda sensor voltage signal exceeds the limit indicating the mixture being too rich The ECU responds by introducing a percentage lean out of the fuel mixture This is the proportional step for detected rich mixture From that moment on the integral correction reduces the fuel mixture by 0 8 steps every time interval in mSec s This table allows you to set the time intervals relative to engine speed and throttle Typical values would be around 50 msec for high engine speeds down to 200 msec at low speeds 3 17 15 Proportional fuel correction step first time lean This correction is a percentage increase of the fuel mixture applied only in the instant when the mixture is detected being lean It is important that the 5 engine speed and the 5 throttle position breakpoints are identical to those defining the open loop table see section 3 17 13 3 17 16 Proportional fuel correction step first time rich This correction is a percentage decrease of the fuel mixture applied only in the instant when the mixtur
60. e Rather than a PWM output the idle control can be regulated with a stepper motor output The PWM continually opens and closes 3 15 15 Total stroke of stepper motor This determines how many steps are between fully open and fully closed Typically about 200 3 15 16 Idle speed spark advance correction f RPM TARGET In order to further stabilise the idle engine speed it is possible to activate a function based upon variation of the spark advance In practice should the engine speed drop below the target idle speed it is possible to increase the spark advance to increase the engines torque The opposite applies should the idle speed be too high The offset is applied to the idle spark advance defined in section 3 15 23 below Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com ty P Engine Management Systems Ole Buhl Racing UK Ltd 3 15 17 Idle speed duty cycle correction f VBATT This vector performs a correction to enable the idle speed to retain a constant airflow at varying battery voltages The design of this vector is solely depending upon the constructive characteristic of the selected
61. e is detected being rich It is important that the 5 engine speed and the 5 throttle position breakpoints are identical to those defining the open loop table see section 3 17 13 Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f ONS Engine Management Systems Ole Buhl Racing UK Ltd 3 18 Lambda calibration self learn Standard Lambda sensor only To avoid instability problems when the engine is idling and to better adapt the mixture control at the low throttle positions the ECU is capable of an automatic correction of the fuel injection during the idle speed condition This automatic compensation is to consider a digital equivalent to the idle mixture adjuster screw found in old ECU s The intention is to be able to control the idle speed mixture even in open loop status in case the lambda regulation introduces variations in the engines idle speed The self learn strategy can only be activated if a standard lambda sensor has been selected in the System Setup section 3 26 9 and only if the value of the first breakpoint of the closed loop lambda map RPM TPS has been set to 4 see secti
62. e mapping controller The Active Mapping Controller enables real time adjustments to the fuel injection and spark advance waste gate boost pressure electrovalve and idle speed air valve duty cycle It is a console fitted with 2 large potentiometers which in real time alters the spark advance and the fuel injection Furthermore another 4 smaller potentiometers are fitted allowing adjustments to other control features Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f y TEENY Engine Management Systems Ole Buhl Racing UK Ltd Using the STORE push button it is possible to e Storing all data displayed on the PC screen in a file for later analysis eventually in a spreadsheet e Storing the actual corrections made by the AMC directly into the ECU see Automatic Mapping The AMC connects to the PC s communication port either COM1 or COM2 To become active it requires an external 12 volt power supply 2 1 3 Dashboard and Datalogger The ECU can export data on the CAN bus to a dashboard or datalogger This can be very useful for monitoring engine performance and analysing the data t
63. echnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com I ONS Engine Management Systems Ole Buhl Racing UK Ltd 3 2 Car speed The ECU can calculate the actual car speed from an input sensor The value can be used for internal calculations or references or be sent to dashboard for driver information or to the data acquisition system 3 2 1 Circumference of wheel mm Enter the rolling diameter expressed in MM of the wheel in use 3 2 2 Number of pulses each wheel RPM Enter the number of pulses sent to the ECU each wheel revolution This is determined by the number of teeth on the triggering wheel Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f BONIS Engine Management Systems Ole Buhl Racing UK Ltd 3 3 Cranking When the ECU power is switched on but the engine is not rotating the ECU collects data from all inputs and in particular expects the first signs of crankshaft rotation In this state Key On the ECU performs only 2 operations e Activating the fuel pump
64. ected in the System Setup section 3 26 9 Note The opening time of the injector is a multiplication of main fuel map and the learn map It is very important that the learn map is reset before running the engine again 3 16 1 Closed loop lambda Learn Disable 0 Enable 1 2 Deactivate Option 1 enables the self learn Option 0 disables just the self learn function Option 2 disables the learn function and removes the multiplication of the learn map WARNING Remember to disable the system if you disconnect the linear lambda kit from the ECU 3 16 2 Active if throttle position exceeds limit Self mapping is activated when the throttle positions exceeds this limit 3 16 3 Active if engine speed exceeds limit RPM Self mapping is activated at engine speeds exceeding this limit 3 16 4 Active if water temperature exceeds limit C Self mapping is activated when the water temperature exceeds this limit 3 16 5 Active if d tps transient is less than BIT Self mapping is cancelled during throttle transition This sets the upper limit for d tps rate of change of throttle in which to keep the self mapping active 3 16 6 Maximum lambda to target error Self mapping is activated when the recorded lambda differs from the target lambda by this value A typical offset would be around 0 008 3 16 7 Activate within RPM breakpoint offset RPM Self mapping is activated if the actual engine speed is within this offset to the
65. eter as 3 15 16 In order to further stabilise the idle engine speed it is possible to activate a function based upon variation of the spark advance In practice should the engine speed drop below the target idle speed it is possible to increase the spark advance to increase the engines torque The opposite applies should the idle speed be too high The offset is applied to the idle spark advance defined commonly in section 3 15 23 and 3 24 3 Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f ONS Engine Management Systems Ole Buhl Racing UK Ltd 3 25 Spark Advance Setting 3 25 1 Spark advance time delay correction usec This calibration constant compensates the delays generated by the system in creating the actual spark It is set to obtain a correct reading of the spark advance using a stroboscopic light at higher RPM The actual spark advance is first checked at low RPM If it does not correspond with the value indicated on the engine data display correct it by altering the ANTAV crank pickup position See 3 26 3 Now check the spark advance at high engine speeds If the visualised and
66. f y TECHNA OY Engine Management Systems Ole Buhl Racing UK Ltd SUBJECT Euro 1 User Manual AUTHORS C Galletti O Buhl and R O Hagan VERSION Euro 1 430 Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com dai fs Engine Management Systems Ole Buhl Racing UK Ltd 1 ABBREVIATIONS AND SYMBOLS 7 2 1 General 22 2 anne nnn enn nen nnn nnn enn enema nanan nanan nnem ene nnne 8 2 1 1 CAN Interface 8 2 1 2 AMC active mapping controller 8 2 1 3 Dashboard and Datalogger 9 2 2 System Set Up 2 22nn nnn nn enn en nen n enn nn enn en nena nn enn enn ennnnannennennennensennenannsnnensenaenaennensennenannenne 9 2 2 1 Measuring crankshaft position ANTAV
67. first is specified as the MAP sensor as described above The second is configurable on switch 1 if isn t already being used See section 3 5 If un assigned the input functions as a 0 to 5 volt analogue input suitable for a pressure sensor This parameter configures the pressure reading of the sensor equivalent to 5 volts Refer to the earlier tables or sensor documentation for calibration details 3 22 4 Maximum absolute auxiliary pressure at 0 volts sensor signal mbar Configures the pressure reading of the sensor equivalent to 0 volts 3 22 5 Maximum Oil pressure at 5 volts sensor signal mbar Configure the reading of the oil pressure sensor when at 5 volts Using Switch 1 as an analogue input 3 22 6 Minimum oil pressure at 0 volts sensor signal mbar Configure the reading of the oil pressure sensor when at 0 volts Using Switch 1 as an analogue input 3 22 7 Air temperature linearization table 30 to 130 The linearization table represents the relationship between the recorded values in bits 0 to 255 from the temperature sensor to the actual temperature This is configurable over 16 breakpoints and specific to the sensor type Below is a list of common temperature sensors Temperature deg G _eFlTechnoloay Bosh mam 0 10 156 155 152 20 143 117 132 30 124 99 111 40 104 84 93 50 88 71 76 60 73 61 65 70 64 52 55 75 58 49 51 80 54 45 48 85 50 43 45 90
68. g Measure the actual engine spark advance and compare with the value indicated on your engine data screen when working in real time If there is a difference subtract or add the difference in degrees to the pickup position Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f RIS Engine Management Systems Ole Buhl Racing UK Ltd 3 26 6 Crank trigger disc 0 4 1 1 36 4 2 60 2 3 36 1 4 CLIO Select the type of crankshaft sensor trigger disc fitted to your engine 4 1 Standard EFI Technology with 4 pins spaced 90 degrees and 1 additional pin 12 to 20 degrees after the pin indicating TCD for cylinder 1 use section 3 26 3 36 4 Rover K type signal frame use section 3 26 5 60 2 Typical Bosch style configuration found in many standard applications use section 3 26 5 36 1 Typical Ford style configuration use section 3 26 5 CLIO Specific configuration for a Renault Clio 3 26 7 Select MAP sensor 0 External internal is BARO 1 Internal Select between the internal or an external pressure sensor as the MAP sensor When an external sensor has been chosen the internal sensor
69. ge level between 0 and 480mV Voltage levels between the defined value and 480mV are considered neutral lambda zone and will not initiate any correction to the fuel mixture 3 17 3 Rich mixture above sensor output voltage mVolts A standard type of lambda sensor detects either rich or lean mixture When the mixture is rich the sensor output signal is approximately 1 volt When the mixture is lean the sensor output signal is approximately 0 volt To adapt the system to various types of sensors and to influence the mixture control two voltage limits configure the sensor If the lambda sensor fails to operate or is not connected the Euro 1 sets the input value to 480mVolt This parameter defines when the fuel mixture is considered to be rich Set the voltage level between 480mV and 1240mVolts Voltage levels between the defined value and 480mV are considered neutral lambda zone and will not initiate any correction to the fuel mixture 3 17 4 Maximum enrichment of fuel mixture This constant defines the maximum allowed enrichment of the fuel mixture when the system is working in closed loop correction CLC An allowed enrichment of i e 25 is set as 1 25 Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efite
70. gger pattern relative to TDC The menu option allows three methods of doing so Only one is relative for any given trigger disc pattern 3 26 1 Maximum RPM for use in tables RPM The minimum and maximum engine speeds defines the minimum and maximum values of the basic fuel injection and sparks advance maps as well as numerous correction diagrams The engine speed range is selected as closed as possible to the actual requirement of the engine The range is divided onto 255 steps and in order to optimise the calculation resolution it is recommended to select a RPM range as close as possible to the actual required engine speed range 3 26 2 Minimum RPM for use in tables RPM See description above 3 26 3 Crankshaft sensor pulse cylinder 1 detected ANTAV degrees before TDC deg Note Applicable for an EFI style trigger disc enter 0 for section 3 26 6 The crankshaft engine speed sensor SMOT records pulses at a fixed angular position before TDC This position is used for calculating the correct injection phase and spark advance Measure in degrees the angular position of the crankshaft marker pin indicating cylinder 1 passing the sensor in relation to TDC position When starting the engine the oscillating revolutions of the crankshaft do not allow a reasonable calculation of the spark advance For this reason the spark advance is fixed synchronous to the crankshaft pulses Being positioned by the ANTAV crank pickup position before TDC of
71. gine Management Systems Ole Buhl Racing UK Ltd 3 15 23 Spark advance in idle speed condition f TH20 Further to the duty cycle control an ignition trim can also be applied to the idle condition The advance applied is relative to water temperature Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f ri TECHN ASE Engine Management Systems Ole Buhl Racing UK Ltd 3 16 Lambda Auto Mapping EURO 1 is equipped with a facility offering automatic re mapping of the fuel map utilising a linear lambda sensor in closed loop configuration The control strategy is based on integral correction steps of the basic fuel injection time The actual lambda value of the exhaust gas is compared with a target value listed in a 16 x 8 matrix combining the engine speed and engine load The integral correction values for each combination of the fuel table breakpoints are stored in a learn table created in the ECU RAM with the same breakpoints as the fuel map These corrections are constantly updated The linear lambda closed loop self mapping strategy can only be activated if a linear lambda sensor has been sel
72. hat is collected If you are interested in using a dashboard or logging system with your Euro 1 ECU please contact us at OBR Tel 44 0 1425 47 88 22 2 2 System Set up To configure your engine map to your engine you must define your expected injection time and engine speed range 2 2 1 Measuring crankshaft position ANTAV An inductive or Hall effect sensor is triggered by teeth on the flywheel or crankshaft pulley to provide an engine speed signal SMOT The number and relative spacing of these teeth is referred to as the triggering or encoder pattern The Euro 1 will currently operate with the following patterns e Standard EFI 4 1 e 36 1 typically Ford e 36 4 typically Rover K series e 60 2 typically Bosch e 44 4 Renault Clio e Honda Civic Type R e Yamaha R6 e Ducati Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com I T i Engine Management Systems Ole Buhl Racing UK Ltd When using a hall effect sensor the ECU is triggered by a falling edge signal When using an inductive sensor a sinusoidal curve is produced and the ECU is triggered when the signal switche
73. idle air valve 3 15 18 Idle speed duty cycle correction f AIR TEMP This vector handles correcting the idle duty cycle for variations in air density It keeps the idle air mass flow constant within variations of the air temperature 3 15 19 Proportional correction of idle speed duty cycle f RPM TARGET The proportional correction is a positive or negative change of the applied duty cycle It is applied once when an error between the target and the actual idle engine speed is detected The error in obtained idle speed is expressed by RPMERR RPMLOW Target idle engine speed f TH2O When the RPMERR rpm error is positive the proportional correction decreases the idle duty cycle in order to decrease the actual idle speed When the RPMERR is negative the proportional correction increases the idle duty cycle in order to increase the actual idle speed 3 15 20 Integral idle speed duty cycle gain f RPM TARGET See section 3 13 4 for the basic time interval between calculations of the integral correction step Each time interval the integral correction is calculated as KIRPME RPMERR where the gain KIRPME is defined within the vector Integral idle DC gain f RPMERROR Gain for integral expression 0 255 0 1 N B The integral expression is locked each time the ECU returns to idle speed condition The integral expression is never reset unless at Key On or when ECU power is switched off 3 15 21 Open loop idle valve duty cycle f T
74. ime if water temperature drops below SGERR8 sec SGERRQ Registration if water temperature exceeds this limit C TMKER9 Mask time if water temperature exceeds SGERR9 sec 3 4 8 Channel 6 Air temperature sensor error SGER10 Registration if air temperature drops below this limit C TMKE10 Mask time if air temperature drops below SGER10 sec SGER11 Registration if air temperature exceeds this limit C TMKE11 Mask time if air temperature exceeds SGER11 sec 3 4 9 Channel 7 Open loop lambda sensor error TOUTM Time out before register lambda failure with a lean reading high sec TOUTR Time out before register lambda failure with a rich reading low sec 3 4 10 Channel 18 Oil pressure sensor error SGER16 Registration if oil pressure drops below this limit mBar TMKE16 Mask time if oil pressure drops below SGER16 sec SGER17 Registration if oil pressure exceeds this limit C TMKE17 Mask time if oil pressure exceeds SGER17 sec Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f ONS Engine Management Systems Ole Buhl Racing UK Ltd 3 5 Digital Input Configu
75. inbuilt into the ECU is configured as a barometric pressure sensor 3 26 8 Select engine load 0 Alpha N 1 Speed density The calculation of the fuel injection time and spark advance always initiates from the basic engine load expression This can be defined as either throttle based Alpha N or pressured based Speed density e Alpha N configuration throttle position versus engine speed use an descriptor file e Speed Density configuration manifold air pressure versus engine speed use sd descriptor file 3 26 9 Select lambda sensor 0 Start 0 to 1 volt 1 Linear 0 to 5 volts Select the type of lambda sensor used with the system Standard Lambda 1 Used for closed loop control in general running See section 3 17 It can also be used to run a self learn function in the idle condition See section 3 18 All parameters under lambda Auto Mapping are disabled Linear A linear lambda sensor is used to accurately measure real time lambda values Using this type of sensor and a corresponding control box the Euro 1 s auto mapping feature can be used See section 3 16 All parameters listed under Lambda Calibration and Lambda Self Learn are disabled 3 26 10 Duration RPM tachometer pulse usec The pulse length activating an external RPM tachometer can be adjusted to suit different types of instruments 3 26 11 Number of impulses for RPM tachometer each engine revolution The number of pulses activating an externa
76. is limit 3 29 4 Enable output if water temperature exceeds threshold C The output can be activated if the water temperature exceeds this limit 3 29 5 Enable output if throttle position exceeds threshold The output can be activated if the throttle position exceeds this limit 3 29 6 RPM limit 1 switches output OFF ON RPM The output is activated if the engine speed is above this value and below 3 29 7 3 29 7 RPM limit 2 switches output ON OFF RPM The output is de activated when the engine speed is above this parameter but below 3 29 8 3 29 8 RPM limit 3 switches output OFF ON RPM The output is activated again when the engine speed is above this parameter Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com i amp Bere Engine Management Systems Ole Buhl Racing UK Ltd 4 PIN OUT PINOUT NEW EURO1 from version 1 30 Alpha N Speed Density versions Pin Name Type Note S 6 CANL CANline CAN ow S 8 STEPB Output Stepper motorcontrolh 9 OUT3 OmOff Universal output Purge valve __ _ Air temperature sensor Separate from other GND Minimu
77. itial value could be 5 to 20 Also refer to section 3 16 5 3 28 4 Time interval for transient fuel decay calculation msec Immediately after calculating the transient fuel addition the ECU establishes a decay rate to slope the fuelling back down to normal map value before d TPS comes back to 0 This constant sets the time interval between calculations of fuel decrease The longer the intervals the slower the reduction is to the transient fuel 3 28 5 Scaling factor for d TPS derivative calculation ysec BIT The scaling factor KDIN converts the calculated value in bits of the throttle position derivative into uSec s It has an overall control of the transition fuel strategy Increasing the scaling factor increases both the added fuel and the decay strategy Multiplying KDIN by the maximum allowable d TPS value section 3 28 2 calculates the maximum transient fuel injector opening time usec 3 28 6 Transition fuel decay f RPM in d TPS units 0 to 255 The decrease of the added transition fuel is a function of the engine speed The decay is set by a reduction of the calculated throttle position derivative in a time interval defined in section 3 28 4 The enrichment in positive transition phase is cancelled immediately if the throttle valve returns to idle position or if the fuel cut off phase is being activated 3 28 7 Transient fuel correction f RPM 0 to 2 This multiplier allows a correction of the transient fuel
78. l RPM tachometer can be adjusted to suit different types of instruments Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f 3 27 System Setup Data Export 3 27 1 CAN bus data export 0 Logger UDA91 1 Extended The Euro 1 has a CAN bus data line This is used for communication between a PC and the ECU as well as for data transfer for logging or display systems Option 0 is a pre defined setting for a Magnetti Marelli logger Option 1 gives an extended CAN bus data stream For more information about running a data logger or dashboard with the Euro 1 please contact OBR directly Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f ORNS Engine Management Systems Ole Buhl Racing UK Ltd 3 28 Transient Fuel Whilst driving movements of the
79. larity 3 8 2 Kill switch activation delay sec Delay time between the activation of the switch and the resulting ECU power off 3 9 Digital Input Launch Control 3 9 1 Switch Polarity Having assigned which digital switch you are using for the launch control you need to specify the activation polarity Enter 0 for the activation of the launch control at a low polarity or 1 for activation on a high polarity 3 9 2 Launch Control Limiter fuel cut RPM The launch control system works by limiting RPM This allows full throttle starts at a controlled engine speed Enter your limited engine speed in RPM 3 10 Digital Input Power shift 3 10 1 Switch Polarity Having assigned which digital switch you are using for the power shift you need to specify the activation polarity Enter 0 for the activation of the power shift at a low polarity or 1 for activation on a high polarity Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f T Engine Management Systems Ole Buhl Racing UK Ltd 3 11 Drive By Wire The drive by wire throttle control works in three stages The first step is a
80. led by a number of programmable thresholds See section 3 29 Universal Output This parameter is used to assign an output to those thresholds Selecting option 3 OUTP 3 or 4 WARLIT allows an LED to be configured 3 20 5 Shift Light 0 Disabled 1 PWM1 2 PWM2 3 OUTP3 4 Warlit This parameter is used to assign an output to the threshold condition set in section 3 19 Shift Light Selecting option 3 OUTP 3 or 4 WARLIT allows an LED to be configured 3 20 6 Power Latch 0 Standard 1 Idle PWM2 2 Waste Gate PWM1 3 Universal 4 Warlit The Power Latch is activated when the ignition is live This can be used to control any additional circuitry using option 3 or 4 Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f ONS Engine Management Systems Ole Buhl Racing UK Ltd 3 21 RPM limiter Euro 1 is supplied with 2 different engine speed limiters e Limiter acting on fuel injection pulses e Limiter acting on a sequence of ignition pulses Note On cars equipped with catalytic converters only use the fuel injection cut strategy 3 21 1 Fuel hard cut above engine speed th
81. limit set by this constant 3 25 5 Spark advance offset ANTACC deg If the actual water temperature is below the limit defined in section 3 25 4 it is possible to alter the initial start up spark advance By use of this constant it is possible to correct the spark advance timing set by the crank sensor position by a value between 20 to 20 degrees 3 25 6 Spark advance correction by switch deg See sections 3 5 3 7 and 3 14 2 3 25 7 Spark advance offset if air conditioning is ON deg A spark advance offset can be introduced to the idle control when the air conditioning is activated This is the same parameter as in section 3 15 1 Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f ri TECHN ASE Engine Management Systems Ole Buhl Racing UK Ltd 3 26 System Setup The System Setup menu provides the main configuration platform for the operating parameters of the engine The most important aspect is selecting the type of crank trigger disc being used Along with the type of trigger disc you also need to configure the timing of the engine by giving information about the tri
82. m wire 1 5 mm Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com ONS Engine Management Systems Ole Buhl Racing UK Ltd 5 COMMUNICATION CONNECTORS 5 1 PIN CONFIGURATION CAN Interface DB9 LEMO 5 Description i Description Ground n C Write Enable n C n c CAN Hi CAN Lo VBATT Direct n C ojloINID O1 R O Po 5 2 PIN CONFIGURATION Sensors and accessories Marelli PF throttle potentiometers Signal to ECU pin 17 VREF fe ec we a el rere ed ee ee O Bosch air pressure 0261230004 VREF Signal to ECU pin 15 Bosch ignition coil 0221503407 IGN 2 to ECU pin 26 VBATT IGN 1 to ECU pin 25 fe Se foo 5 gt et SENSOR CPN SPIN CPING O Marelli air pressure ABS 02 03 05 Signal to ECU pin 15 VREF eee eee Signal to ECU pin 31 Signal to ECU pin 29 a a l Fuel injector driver 1 Signal to ECU pin 35 VBATT Fuel injector driver 2 Signal to ECU pin 33 VBATT Fuel injector driver 3 Signal to ECU pin 18 VBATT Psd Fuel injector driver 4 Signal to ECU pin 32 VBATT PO Ooo o o T Marelli SEN
83. nsider using 2 or more fuel injectors per cylinder When calculating the available injector opening time TINJ Remember that the fuelling is semi sequential and hence injects every revolution Engine Speed RPM Available Injector Period TINJ less than mSec s 3000 20 4000 15 5000 12 6000 10 7000 8 8000 7 9000 6 The recommended fuel pressure depends on the selected fuel injector and in general the manufacturer recommendations should be followed Increasing the fuel pressure increases the injector flow rate It can be estimated that the flow rate links to fuel pressure change as New flow rate New fuel pressure Nominal fuel pressure Nominal flow rate As a thumb rule it can be assumed that an engine consumes 500 cm min pr 100 developed horsepower 3 13 1 Maximum Injection time usec The minimum and maximum fuel injection time defines the values of the basic fuel injection map All further corrections are based on these values The fuel injection range is selected as close as possible to the actual fuel requirement of the engine The injection calculation is based on a resolution of 255 steps between minimum and maximum injection time Note Changing these limits will modify the overall fuelling of the engine Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann St
84. ometric air fuel ratio 3 18 6 Time interval between integral correction steps sec This constant defines how often to update the results of the calculations Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f BONIS Engine Management Systems Ole Buhl Racing UK Ltd 3 18 7 Self learning weighting diagram During the idle self learn process the ECU tries to obtain as small oscillations as possible in the idle speed lambda value It does this by running a learn function in the idle speed condition The calculated corrections of that breakpoint are then stored in the ECU That learnt correction can then be applied to a range of breakpoint settings by the use of a multiplication factor 0 to 1 as defined in this parameter At engine speeds close to target idle where the correction has been learnt the correction value is 1 It should also be set at 1 for speeds below the target idle but decreasing from 1 at speeds above target Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street
85. on 3 17 13 All the following conditions must be fulfilled to activate the strategy 3 18 1 Water temperature threshold activates self learn strategy C The actual water temperature has to exceed this limit to activate the self learn strategy 3 18 2 Throttle position threshold activates self learn strategy The self learn strategy is active only if the actual throttle position is below this limit 3 18 3 RPM threshold activates self learn strategy RPM The self learn strategy is active only if the actual engine speed is below this limit 3 18 4 Delay to activate self learn sec This timer defines the delay in seconds for activation of the self learn strategy after the start of the engine The above mentioned conditions must all remain valid minimum for this time Otherwise the self learning strategy will not initiate A typical value is 10 to 20 seconds 3 18 5 Duration of self learn calculation sec This timer defines the active time period for the self learn strategy A typical value is 90 to180 seconds When the strategy is active the ECU starts to analyse the correction introduced by the closed loop lambda control Based on these corrections an offset to the fuel injection time is calculated for an exact equilibrium of the corrections from the lambda control system Supposing an exact symmetrical lambda regulation has been selected at termination of the procedure the regulation circuit can maintain a mixture very close to the stoichi
86. r House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com dai fe Engine Management Systems Ole Buhl Racing UK Ltd 3 15 4 Time interval between integral corrections 28 3 15 5 Negative integral duty cycle correction cancelled above threshold 28 3 15 6 Initial idle duty cycle correction timer TIMAC1 if Switch 2 ON 28 3 15 7 Initial idle duty cycle Correction if Switch 2 ON 29 3 15 8 Idle duty cycle correction if switch 2 ON after TIMAC1 interval 29 3 15 9 Idle air valve duty cycle frequency 29 3 15 10 Maximum positive duty cycle integral regulation _ 29 3 15 11 Minimum negative duty cycle integral regulation _ 29 3 15 12 Maximum actuated idle speed duty cycle 29 3 15 13 Minimum actuated idle speed duty cycle
87. ration The euro 1 has 2 digital switches available Switch1 and Switch2 The activation of these 2 switches can be used to control the 5 features as listed below Each feature is disabled with a 0 activated on switch 1 with a 1 entered and activated on switch 2 with a number 2 entered NOTE Do not assign more than one feature to each switch If unused Switch 1 functions as a 0 to 5 volt analogue input See section 3 22 5 3 5 1 Kill Switch A digital input switch can be used to activate an immediate engine kill 3 5 2 Injection ignition trim switch A digital input switch can be used to activate an injection or ignition trim The trim is defined in either section 3 14 2 fuel main maps or in section 3 25 6 spark advance settings 3 5 3 Launch Control A digital input switch can be used to activate a launch control strategy The strategy itself works on a rev limitation controlled by a fuel cut trim This is defined in section 3 9 3 5 4 Power Shift A digital input switch can be used to activate a power shift strategy A power shift is used to allow a full throttle gear change Power from the engine is reduced in a controlled manor by cutting the ignition See section 3 19 3 5 5 Air condition switch A digital input switch can be used to activate compensation to the engine s idle control when the air conditioning is running An input is produced by the air conditioning compressor on activation If fed into the ECU a
88. reet Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f gOS Engine Management Systems Ole Buhl Racing UK Ltd e Increasing the maximum injection time the mixture gets richer according to the ratio between the original and the modified value e Reducing the maximum injection time leans out the mixture accordingly Increasing the minimum injection time the mixture turns richer progressively from maximum engine load site towards the minimum load site 3 13 2 Minimum Injection time usec See 3 13 1 above In addition set the minimum injection time as close to your lowest used value as possible This way you have a smaller operating range and hence reduce the magnitude of each of the 255 resolution steps 3 13 3 Water temperature threshold TH20WA cancels warmup phase deg During the warm up phase the engine needs enrichment in its fuel mixture to compensate the fuel condensing on cold surfaces in the intake system The vector expressing the injection time multiplier Fuel injection correction f TH20 can be found in the section 3 14 9 The warm up phase terminates when the water temperature exceeds this limit Once the water temperature has passed this limit the correction is completely cancelled and will not be return to Warm up unless the engine has been swit
89. reshold RPM The fuel injection RPM hard cut limiter eliminates fuel injection pulses when the engine speed exceeds the limit There is no hysteresis acting on the limit 3 21 2 Ignition soft cut above engine speed threshold RPM Euro 1 has a programmable RPM limiter acting on the spark advance The strategy is to allow a gradual cutting of ignition pulses which will be felt by the driver without a considerable loss of traction The strategy is activated at engine speeds exceeding this limit 3 21 3 RPM offset for ignition hard cut RPM RPM offset above soft cut limit at which to activate all ignition pulses Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com f ONS Engine Management Systems Ole Buhl Racing UK Ltd 3 22 Sensor Calibration This section configures the selected pressure temperature and lambda sensors Selecting pressure transducers The Euro 1 ECU has a built in absolute pressure sensor In the System Setup section is it possible to configure this sensor as the primary manifold air pressure sensor select internal to use the ECU s pressure sensor for MAP readings or
90. s from the positive to the negative voltage signal i e at the point of Ov This normally happens when the tooth is centred on the speed sensor element Ideally the crankshaft speed sensor SMOT should be positioned such that the trigger tooth for cylinder 1 passes the speed sensor close to TDC When designing or specifying a trigger disc use the following criteria e Each tooth should protrude 4 mm from the flywheel surface and should be square angled measuring maximum 4 x 4 mm e The clearance between the electromagnetic sensor and each pin depends of the sensor type and manufacturer A standard value should be 0 4 0 8 mm Pins must be manufactured from soft iron These markers pass under the crank SMOT sensor ANTAV degrees before the top dead centre TDC of the corresponding cylinder see section 3 26 If high engine speed problems are experienced in particular with the 60 2 software and a high output speed sensor like a typical Bosch sensor the problem can be eliminated by fitting a resistor in the signal line from sensor to the ECU The resister should be 33 to 68 kOhm 1 4 Watt Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF crea
91. s one of the digital inputs it can modify the idle control strategy to allow for the increased load Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com id ri TECHN ASE Engine Management Systems Ole Buhl Racing UK Ltd 3 6 Digital Input Air Condition 3 6 1 Switch Polarity Having assigned which digital switch you are using for the idle control you need to specify the activation polarity Enter 0 for the activation of the modified idle control at a low polarity or 1 for activation on a high polarity 3 7 Digital Input INJ IGN Trim by Switch 3 7 1 Switch Polarity Having assigned which digital switch you are using for the injection Ignition trim you need to specify the activation polarity Enter 0 for the activation of the injection Ignition trim at a low polarity or 1 for activation on a high polarity 3 8 Digital Input Kill Switch 3 8 1 Switch polarity Having assigned which digital switch you are using for the kill switch you need to specify the activation polarity Enter 0 for the activation of the kill switch at a low polarity or 1 for activation on a high po
92. sity of oxygen and supplies a voltage signal to the ECU EURO 1 is equipped with an input for a standard above or below A 1 preferably heated sensor with a switching output signal between 0 and 1 25 Volt Using the standard sensor a closed loop fuel control is available The combustion signal is supplied from a standard type lambda sensor connected to pin 2 in the ECU s main 35 pin connector The lambda closed loop control for lambda 1 strategy outlined in this section can only be activated if a standard lambda sensor has been selected in the System Setup section 3 26 9 3 17 1 Lambda control 0 Disable 1 Enable This is an overall control for all lambda control functions standard regulation and self learn It is linked to the same option in the Lambda auto mapping section 3 16 12 The values are common and change simultaneously 3 17 2 Lean mixture below sensor output voltage mVolt A standard type of lambda sensor detects either rich or lean mixture When the mixture is rich the sensor output signal is approximately 1 volt When the mixture is lean the sensor output signal is approximately 0 volts To adapt the system to various types of sensors and to influence the mixture control two voltage limits are required to configure the sensor If the lambda sensor fails to operate or is not connected the Euro 1 sets the input value to 480mVolt This parameter defines when the fuel mixture is considered to be lean Set the volta
93. t lambda value f RPM THR The exhaust gas target lambda value is defined within a 16 x 8 matrix with selectable breakpoints for engine speed and engine load Target lambda value f RPM TPS Desired lambda values Alpha N system Or Target lambda value f RPM MAP Desired lambda values Speed density system This matrix defines the intervals within the existing fuel maps in which different lambda values are required The actual re mapping is performed within the breakpoints defined for the fuel map 3 16 12 Lambda Control 0 Disable 1 Enable This is an overall control for all lambda control functions standard regulation and self learn It is linked to the same option in the Lambda calibration menu section 3 17 1 The values are common and change in both simultaneously Ole Buhl Racing UK Ltd Telephone 44 0 1425 47 88 22 Registered Office Windover House Roughwood House Highwood Telefax 44 0 1425 47 88 66 St Ann Street Salisbury SP1 2DR Nr Ringwood Hampshire BH24 3LE sales efitechnology co uk Registered in England No 3635953 England www efitech co uk V A T Nr GB 722 5686 27 PDF created with pdfFactory Pro trial version www pdffactory com ONS Engine Management Systems Ole Buhl Racing UK Ltd 3 17 Lambda Calibration The exhaust gas sensor located in the exhaust manifold monitors the oxygen level in the exhaust gas The sensor is made of zircon The potential differences across the sensor changes with the den
94. ted with pdfFactory Pro trial version www pdffactory com f BONIS Engine Management Systems Ole Buhl Racing UK Ltd 3 SOFTWARE DESCRIPTION 3 1 Boost control The intention of this strategy is to obtain a boost pressure unaffected by variations in engine load The following strategy is based upon a well determined pneumatic circuitry controlling the waste gate valves A 3 way solenoid valve controlled at a fixed frequency with a square edge signal By altering the open length period duty cycle the air pressure into the waste gate can be altered A closed valve 0 duty cycle gives maximum boost pressure An open valve 100 duty cycle gives minimum boost pressure Waste Gate Duty Cycle 0 Corresponding stable feeding of valve gt gt maximum boost pressure Waste Gate Duty Cycle 100 Corresponding disabled feeding of valve gt gt gt minimum boost pressure Similar to the idle speed regulation the boost pressure strategy operates with an Open Loop section and a Closed Loop section PI regulation Calculation of the waste gate duty cycle DTW follows Waste Gate Duty Cycle DTW e Open loop DTW for boost control RPM Open Loop basic duty cycle value e DTW proportional step Proportional DTW correction based on pressure error e DTW integral step Integral DTW correction based on pressure error saturated to MAXEIW 3 1 7 and calculated every BTINWG time interval 3 1 4 N B The part expressing integral correction ne
95. th pdfFactory Pro trial version www pdffactory com f ONS Engine Management Systems Ole Buhl Racing UK Ltd 3 20 Programmable output configuration The Euro 1 has five programmable outputs two pulse width modulators PWM a stepper motor controller and two On OFF switches named OUTP3 and WarLit The On Off switches are grounded by the ECU when activated i e in section 3 23 where the shift light settings are configured When the rom threshold is activated the assigned switch will turn to ground 3 20 1 Idle Output O Disable 1 PWM2 2 Stepper This parameter allows you to configure the output driver being used to regulate the idle control See section 3 15 3 20 2 Boost Output 0 Disbale 1 PWM1 This parameter allows you to configure the output driver being used to regulate the Boost control See section 3 1 3 20 3 Warning Light 0 Disabled 1 PWM1 2 PWM2 3 OUTP3 4 Warlit The warning light is activated by the diagnostics settings in section 3 4 This parameter allows you to configure what if anything you want to activate when the thresholds and timers exceed their settings Selecting option 3 OUTP 3 or 4 WARLIT allows an LED to be configured Once you have assigned the output you must then turn the ignition on and off four times for the light to become active to the thresholds 3 20 4 Universal Output 0 Disabled 1 PWM1 2 PWM2 3 OUTP3 4 Warlit The universal output is control
96. their corresponding cylinders the given spark advance when starting is exactly equal to ANTAV Check the position when the engine is idling Measure the actual engine spark advance and compare with the value indicated on your engine data screen when working in real time If there is a difference subtract or add the difference in degrees to the pickup position 3 26 4 Crankshaft pickup position before TDC only CLIO deg As above but only for use with a Renault Clio engine Select option 4 in section 3 26 6 to select a Clio engine configuration 3 26 5 First SMOT detected after missing teeth in 36 1 60 2 before TDC This constant replaces the parameter described in section 3 26 3 ONLY when the configuration of the crankshaft signal frame in section 3 26 6 has been set to 36 4 60 2 or 36 1 options 1 2 or 3 The value is the position of the missing teeth before TCD of cylinder 1 Reference to the leading edge of the tooth when using a hall effect crank sensor or the middle of the tooth for an inductive sensor When starting the engine the oscillating revolutions of the crankshaft do not allow a reasonable calculation of the spark advance For this reason the spark advance is fixed synchronous to the crankshaft pulses Being positioned by the ANTAV crank pickup position before TDC of their corresponding cylinders the given spark advance when starting is exactly equal to ANTAV Check the position when the engine is idlin
97. throttle valve are always present The positive transition during acceleration and the negative transition during deceleration require regulation of the injected fuel since the basic fuel table is based on static values This correction can decrease or increase the amount of additional required fuel in order to maintain the driveability of the engine When driving on a road or track the engine will almost never be in a steady state condition but continues to experience variations in engine speed and engine load due to inputs from the driver The ECU checks the speed and the amount of the introduced variations of the throttle position for equalising the fuelling The velocity of the throttle position variation is calculated as the derivative of the throttle position change in position time taken for position change N B The calculated transient fuel is an additive and not a multiplier 3 28 1 Time interval for d TPS derivative calculation msec To calculate the throttle position derivative DFARF the computer records the throttle position TPS every 10msec in a stack of 10 positions The stack works as a ring memory of the last 10 readings and is continuously updated The time interval used for calculating the throttle valve derivative is given by this constant selected as 10 20 30 90 mSec This can only be in steps of 10msec as to coincide with the recordings of the throttle position So if time interval 20msec then d TPS
98. tory Pro trial version www pdffactory com ty P Engine Management Systems Ole Buhl Racing UK Ltd 3 14 3 Fuel injection correction f MAP 0 to 4 This correction follows physical laws The vector corrects the fuel injection time depending on manifold absolute air pressure by a multiplier with a value between 0 and 4 The breakpoints reconfigure automatically when a new sensor is calibrated in Sensor Calibration It is recommended to configure the correction in the following linear manner MAP value mBar Compensation 500 0 50 1000 1 00 1500 1 50 2000 2 00 etc The characteristic of the MAP sensor in use is configured in section 3 22 1 and 2 under Sensor Calibration 3 14 4 Fuel injection correction f WATER TEMP Oto 2 During the warm up phase the engine needs enrichment in its fuel mixture to compensate for fuel condensing on cold surfaces in the intake system A typical correction should range from about 20 enter value 1 2 at 10 C to 0 correction at 60 C enter value 1 Any corrections entered in this parameter will be cancelled after the point determined in 3 13 3 3 14 5 Fuel injection correction f AIR TEMP Oto2 This correction follows physical laws and is based on variation in air density The variation is expressed as the square root of the ratio between 20 deg C and the actual inlet air temperature The ratio is calculated in absolute temperatures The reference air temperature is T2 273
99. ver resets The first part of the equation expresses the initial set points the second part expresses the proportional correction and the third expresses the integral correction Pressure error in closed loop is defined as Actual boost pressure Target boost pressure 3 1 1 Boost control valve fully open below target pressure offset mbar The closed loop controls are activated within this offset around the target boost pressure i e If you enter an offset of 0 5 bar 500mbar and you have a target boost of 1 bar the closed loop will start working if the actual pressure is between 0 5 and 1 5 bar A typical value for the target offset would be half the range of the map sensor 3 1 2 Proportional correction enabled within percentage of sensor range The boost control works by correcting in a proportional step and then smaller integral steps The proportional step is a large initial correction used to get close to target boost before employing the integral steps to achieve a finer regulation This parameter refers to the maximum size of correction allowed by the system on the proportional step The correction is expressed as a percentage of the range of the pressure sensor E G If the range of the sensor is 2600 mbar and the value entered for this parameter is 10 then the limit to the correction is equivalent to a pressure error of 260 mbar The actual duty cycle correction itself is limited by a function of this parameter and 3

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