WELCOME Basic Introduction to ECU Remapping using Alientech ECM Titanium
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[email protected]
INTRODUCTION •
See what the Viezu Technical Academy has to offer you
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Decide if being a Master File Writer Writer or Slave is right for you
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Viezu has the right support and training for you…
Develop your knowledge If you encounter phrases, names or expressions you are not familiar with in this presentation, then Google is your friend! Do some research and develop your knowledge.
The Viezu Technical Academy Courses are run right throughout the year and online so there is always s a convenient time and place for your to learn. Viezu is an IMI Quality Approved Training Centre.
ECM TITANIUM: MASTER AND SLAVE •
What is a Slave?
A Slave System (Client Dealer) is able to read and write the stock ECU but is unable to modify the ECU file. Client Dealers are always linked to a Master and have to send the stock file to their Master for modification. The benefit OF BEING A Client Dealer is a lower cost to starting your business and less training is needed to get you tuning. •
What is a Master?
A Master file writer has the ability to read/write and modify an ECU file and to make adjustments to it using ECM Titanium map editing software. You can learn what maps to change and where to make the adjustments with Viezu. Training is available for both diesel and gasoline vehicles. PLUS: Once you have your equipment and are trained you may wish to expand your business and have Client Dealers; this is a great way of expanding and further increasing your opportunities.
READING & WRITING •
When it comes to ECU remapping there are two ways to remap, via OBD or removing the ECU and tuning on the bench.
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Identifying which one you need to use all depends on what Vehicle /ECU and which tool you are using to remap the vehicle.
OBD •
Our preferred tool is the Kess V2 by Alientech; it allows you to remap the vehicle via OBD port. We can provide a full vehicle list of the supported vehicle.
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When it comes to OBD tuning there are a few simple rules to follow:
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Always have a battery stabilizer connected to the vehicle, this is because you are on ignition two so are drawing power from the vehicle, if you don’t have a stabilizer on you can have issues with reading and writing.
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Turn off the radio or Air Con, because this will draw power from the vehicle.
ALIENTECH DATABANK •
The Databank is a Service that Alientech Master system operators.
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The Databank helps you manage your slave tools, giving you easy access to the status of your slave tools.
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The Databank is also used to decode the slave files you receive, this will allow you to decode files anywhere with an internet connection
ALIENTECH DATABANK DRIVERS
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Importantly the Databank gives you the ability to request ‘Drivers’.
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‘Drivers’ are used to navigate identified map files in the ECU Software.
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ECM Titanium uses ‘Drivers’ and these Drivers show you where the maps are and what they are –this is a key advantage of ECU Titanium over other map editing software E:
[email protected] T: 01789774444
Bench Tuning Complimentary tuning tools equipment and software is made available to you during your training at Viezu. You can also purchase what you need directly from Viezu at substantial discounts as a training delegate – we support you all the way in getting started.
BENCH TUNING WHEN IT CAN’T BE REMAPPED VIA THE OBD
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KTAG by Alientech allows you to remap “anti-tune” vehicles, basically vehicles that cannot be tuned via the OBD.
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During training you are supplied with a full list of vehicles that can be remapped using KTAG.
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When it comes to Bench tuning we recommend you do the following, to ensure you tune safely: •
Firstly ensure the vehicles keys are removed and are kept well away from v ehicle during the tuning process
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Allow the vehicle to power down naturally, by waiting at least ten minutes before attempting to remove the ECU.
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Carefully open the ECU, we recommend using a bit of brake cleaner to help you. We provide all the little hints and tips during our training courses to help you do the job properly.
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Open the ECU along with two flap blade screwdrivers. This can be a delicate procedure, so we recommend taking your time and not rushing the opening.
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Once opened, it’s advisable to reconnect the ECU back to the vehicle to ensure the vehicle starts correctly. This is because the most common time to damage an ECU is during the opening procedure.
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Now we have checked the vehicle is starting, we need to once again allow the vehicle to power down naturally and re-remove the ECU.
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We can now proceed to making the connections.
Anti-tune vehicles Alientech produce comprehensive application lists that help you determine if a vehicle is OBD tuneable or is in fact bench tune (anti-tune). At the Viezu Technical Academy we share all possible ways of tuning a vehicle depending on your customers needs and demands. Viezu is a fully operational workshop and tuning house supporting 600 of its Client Dealers worldwide.
Before you begin: Be knowledgeable on your topic… •
The most important part of tuning is first understanding the equipment, software and tools you’re working with
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You will also need to be knowledgeable about diesel and gasoline (petrol) engines
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Modern internal combustion engines are electrically controlled through sensors and actuators
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Sensors are used to measure the physical quantities which determine the engine state, such as: •
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revolution speed (phonic wheel), carburetion (Lambda probe), engine coolant temperature (ECT sensor), air intake (Air Flow Meter), and so on.
Actuators are instead electromechanical components used to control the mechanical system of the engine: •
amount of intake air (electronic throttle valve), amount of fuel injected (injectors, fuel pump), exhaust gas recirculation (EGR stepper motor), etc.
Know the workings of a combustion engine… •
The Engine Control Unit (ECU) is what manages these sensors and actuators according to the state of the engine.
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Estimated through signals, the ECU calculates control signals for the actuators.
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The ECU is actually a highly-specialized mini-computer, which must be able to control the engine in any situation and in any working state: •
for example, during cranking, at idle, in «normal» driving conditions, at maximum revolutions, during a sudden acceleration or braking, on partial malfunction for example if a driver drives at 40 km/h in fifth gear, etc.
ECU Strategies Protocol Families Alientech K-Tag Protocol Sets BDM Motorola MPC5xx (old
JTAG Renesas SH705x
JTAG Nexus MPC5xxx
Bootloader Mitsubishi MH72xx
Bootloader Infineon Tricore
Bootloader ST
ECU Strategies •
To realize such sophisticated control, the ECU includes an «optimal» engine working strategy, some «comparison» data in order to find if the strategy is correctly working, and a good ability to adapt itself (using the auto-adaptive parameters) to short- and long-period changes (engine aging).
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If some sensor or actuator fail, the ECU will communicate the existence of errors by lightening up the MIL.
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As any other computer, the ECU is controlled by an Operating System (OS), a particular kind of program which manages the resources in appropriate and ever optimal way. The OS manages the engine using two main kinds of information: some software programs, which determine the control «strategies» for the systems; the «maps», which determine the relationships between the sensors from the signals and the control signals for the actuators.
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Both the previous information are stored in a file inside the ECU, called the «stock original file». It can be updated to load in the ECU newer and better software for engine management, or new maps with optimal operating data.
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By modifying the maps, so the comparison data used by the ECU, it is possible to modify the performances of a vehicle, its behavior.
Talking torque At the Viezu Technical Academy you will not only learn the basic mechanical knowledge you need to write files, you will also create your own files with the support of an experienced Remapper.
Viezu operates a 3000bhp Mustang Dyno (rolling road) this helps you practice what you’ve learnt during the training course.
Torque: Unit measurement = Newton per meters; symbol ‘Nm’ •
Power and torque are the «main» performances of an engine.
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Torque is something similar to force, but related to rotational systems: to apply torque to a body results in increasing its revolution speed.
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Torque is therefore directly responsible of the vehicle’s acceleration, in the sense that the hi gher the torque which an engine can generate, the higher will be the acceleration it can impress to the vehicle.
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Now let’s try to clarify the concept of torque looking at the schematic on the right. We consider a wheel of radius R, resting on the floor and which is moving to the right with velocity v. w is call ed the «angular velocity», which is the revolution speed of the wheel. F is the force which the wheel impresses on the floor and t hat moves the wheel towards the direction of v.
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We call «torque» the product force by wheel radius: T = F x R. The greater the torque, the greater will be the force which the wheel can apply on the floor and t herefore the acceleration of the wheel in direction of v.
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«Engine torque» is the torque that an engine can generate on the crankshaft, responsible for the «push» impressed to the transmission and therefore to the vehicle.
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An engine can generate different torque levels at different revolution regimes, therefore the acceleration impressed to the vehicle, at equal gear ratio, will change depending on speed.
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The comparison between different engines is commonly performed only about their maximum torque, regardless of the torque distribution among RPMs.
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«Wheel torque» is different from the torque at t he crankshaft first because they have different diameters, the wheel’s being much larger. The direct responsible of the vehicle’s acceleration is indeed the wheel, moved by the engine through the transmission system (clutch, gearbox, joints, etc.).
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The figure below shows the simple case of two wheels with different diameters contacting together, so the rotation of one is bound to that on the other.
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The revolution speed of the smaller wheel is larger than that of the larger wheel, and they have different torques. The relationship between these quantities is called the «gear ratio» or «velocity ratio», here called G and defined as the ratio between the radius of the driving wheel and that of the driven wheel: G = R1 / R2.
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Typically, the driver wheel is considerably smaller than the driven one, so G will be far smaller than 1. This means that the revolution speed of the driving wheel (crankshaft) is greater than that of the driven wheel (tire), while torque behaves in the opposite way and is larger for the driven wheel.
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In a vehicle, the transmission system is indeed far more complicate, but for each gear it is possible to calculate its gear r atio and therefore each one of these quantities. The gear ratio is also responsible for the vehicle speed at each revolution speed of the crankshaft.
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Therefore, available torque depends on two things: the torque which the engine is able to generate at the considered RPM, and the gear ratio of the selected gear.
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Wheel torque will however be higher than engine t orque, since G < 1 for any gear.
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Another thing which affects wheel torque are mechanical losses, so the amount of torque dissipated by the transmission compon ents.
Lambda (λ) Single sensor: upstream of the catalytic converter Double sensor: one upstream, one downstream of the catalyst (more accurate carburetion, efficiency control over the catalyst)
Combustion •
To properly understand the engine behaviour, it is in first necessary to clarify the concept of combustion.
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Combustion is a chemical reaction, an oxidation, involving precise amounts (in terms of mass, weight) of reactants: a combustible and a combustive agent. In our case the most common combustibles are petrol and Diesel, but they could also be methane, LPG, etc. The combustive agent is instead oxygen in air, without which the mixture cannot burn.
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In case of liquid combustibles, the mixture that burns in the combustion chamber is essentially a dispersion in air of small droplets of fuel, opportunely «atomized» in order to obtain the correct air/fuel ratio.
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The working principle of a petrol engine differs from that of a Diesel one in particular for the ignition mechanism: when the fuel is petrol the ignition of the mixture is caused by a spark generated at the optimal instant by the spark plug, and therefore it is called a «spark ignition» engine (SI); for Diesel engines the mixture ignites spontaneously because of the high temperatures inside the cylinder due to compression, therefore these are called «compression ignition» engines (CI).
Carburetion: Lambda (λ) •
The concept of carburetion comes from the correct ratio of fuel and air, often called AFR (Air Fuel Ratio), the ratio between weight of air and fuel. Obviously, each fuel has a different «stoichiometric» (ideal) AFR, as shown in the table.
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When the amount of air is greater than that involved in the combustion the mixture is called «lean», poor of fuel. On the contrary, the mixture is called «rich» if there is excess fuel with respect to the stoichiometric AFR, therefore the excess part will remain unburned in the exhaust gases. Combustible
AFRST
Combustible
AFRST
Petrol
14.7
Methane
17.2
Diesel
14.5
Ethanol
9.0
LPG
15.5
Methanol
6.4
Carburetion: Lambda (λ) The oxygen sensor (Lambda probe) senses the percentage of oxygen (O2) in the exhaust gases: λ = AFR / stoichiometric AFR
«Normal» sensors: 0.8 < λ < 1.6
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11.8 < AFR < 23.5
«Wide-band» sensors: 0.7 < λ < ∞
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10.3 < AFR < ∞
(AFR values referred to petrol)
Remapping STARTING TO TUNE At this point we can look at tuning with ECM Titanium, so we start by loading our original file into ECM and seeing if we have a matching Driver.
Clicking on the Browse button we can load in an original file. For demonstration we will be using a BMW 2.0 Diesel Bosch EDC17CP02.
Once you have selected your file the window here will automatically appear, this is ECM Titanium searching for a matching driver.
The shows us quite a bit of information about the driver • The ticked box on the left shows the current status of the driver and can be one of three col ours. Green (shown here), tells us we’ve used this driver before and its fully up to date, yellow means that we’ve used the driver before but since we have used it Alientech have updated the driver so its recommended that you download the latest version. Finally you could also see red, this means you have never used the driver before and you will need to use the download button in the bottom right to continue. • Next to the box we have the driver name • The last two columns are what vehicle the driver was made from, please note this may not be exactly be the same as yours but if its automatically selected then it should be the correct one. • The final column is the ECU model that driver is made for. • Depending if the ticked box is green click the accept driver button in the bottom right, if not cli ck download driver.
ECM Titanium has automatically found a driver. If the driver hadn’t appeared then we would refer to the Alientech Databank.
At this point we should see our driver, which is basically an overlay on our file it will show us what certain maps are and in most cases convert the data into useable data. To make the tuning process easier Alientech divide their drivers into categories, this can change depending on drivers but in ours we can see the following: • Engine Torque • Air Control • Injection System Turbo System • • Rail
Sample Maps •
Engine Torque
The main part of the engine torque section is your Request and Limiters. Request is how much we are asking the engine to give us, and the limiter is what the maximum we want the vehicle to produce, normally for tuning both maps will need to be adjusted. ECM Titanium normally converts the torque maps into Newton Meters of torque to make it easier for us to make changes. •
Injection System
The Injection system is where we can make changes the fuelling of the vehicle, as we start asking more the vehicle we will want to i ncrease the fuelling to reflect our other changes; however we will need to be careful that we don’t increase too far but this will lead to black smoke due to unburnt fuel. •
Turbo System
The Turbo System is where we can ask more from the vehicles turbo. The maps are normally separated to Turbo Pressure Control and Turbo Pressure Limiters. We will want to unsure that we increase our limiters to reflect any changes we do in our control maps, failure to do so could mean we get vehicle faults. •
Rail
The Rail sections goes with the Injection system, its the p ressure that we are going to ask the vehicle to inject the fuel. •
Limiters
Not all vehicles have this final section, depending on the vehicle we may have a range of things from speed limiter to RPM limiter.
Notes •
There are many parts to ECU remapping, different techniques and approaches depending on the ECU and vehicle type.
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This document is really just a brainteaser to show you what parts of the ECU software can be accessed via ECM Titanium.
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The Viezu Technical Academy has courses in session all throughout the year.
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There are also online and distance learning programs for busy individuals who may not be able to attend
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The Viezu Technical Academy delivers training for •
Alientech ECM Titanium, Kess & K-TAG
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EVC WinOLS
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Dimsport Race
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CMD Map 3D
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Switftech
