VW AG DQ250 Example ROM Description
- Lucan Hetherington
Introduction
Available for reference is an example ROM for tuning tested on EcuTek's development vehicle (MK7 Golf R). this particular gear box was standard except for the Dodson clutch pack used to help with increased torque handling capacity.
This Example TCM file seeks to address the following points:
Increased clamp pressure at full load engine torque.
Remove Torque limitation & Rev Limits sent to ECM.
Tweak on shift routines.
Tweak on shift times.
Tweak on shift torque reduction times.
No forced KD in manual mode.
No forced KD in lower gears.
Revised kiss points.
Increased LC rev limit using TCU setpoint.
Manual shift in LC.
Option to run LC with ESP on in manual mode
Breaking down the map changes into categories for the above features is described below.
Clutch Pressure Increase
The following maps were changed to help with achieving the desired clutch pressure increase and reduce clutch slip.
Line Pressure Offset Compensation
Increased at normal temperatures mid to high RPMs
Line Pressure Set Point (Torque)
Raised to 23.5 bar to give enough headroom to clamp the clutches at higher pressure
Line Pressure Solenoid Current Set Point
Rescaled to allow for higher pressure target and lowered low target current targets to improve pressure control
Main Pressure offset for Target Pressure
Increase at 20bar clutch pressure to maintain line pressure at higher clutch pressures
Main Pressure Temp. Compensation
Reduced at low fluid temperatures to stabilise the target line pressure
Max. Duty cycle of Solenoid valves
Increased to 75% to allow for higher current and achieve higher pressures
Max. Permitted Clutch Pressure for Diagnosis
Increased to 25 bar to prevent over pressure diagnosis faults at higher target pressure
Maximum Line Pressure
increased to 25Bar to allow higher line pressure target.
Pressure Sensor Output Voltage Max
Raised to prevent sensor voltage errors when running higher pressures
Solenoid 1 & 2 Maximum Current for Max. TQ
Increased to 2000mA to drive the solenoid hard enough to produce the desired target pressures.
Clutch 1 & 2 target torque Correction
Increased at higher torque inputs to prevent the calculated clutch torque from dropping and requesting less target pressure
Leakage Control Integral Current Limit Mon
Current adjustment learning integral correction limit for monitoring
Leakage Control Integral Current Limit
Current adjustment learning integral correction value limit
Leakage Control Prop Current
Current adjustment learning Proportional correction limit
Clutch 1 & 2 Current Offset
Offset to the solenoid current to help achieve the desired clutch pressure, increases at high torque request and normal fluid temperatures only.
Torque & Rev Limit Increase
Max Torque at Eco Mode
This value was reduced to maintain eco mode drivability
Max Torque at Full Load
Increased to 700Nm to delimit the ECM
Max Torque at Normal Mode
Increased to 700Nm to delimit the ECM
Max Torque at Sport Mode
Increased to 700Nm to delimit the ECM
Max Torque at TipTronic Mode
Increased to 700Nm to delimit the ECM
Max. Temperature for Gearbox Protection
Increased from 350 to 650Nm below 138degC
Max. TQ for Gearbox Protection
Raised to 814Nm to allow the ECM full range of torque demand
Maximum Engine Speed
Increased to 7200RPM to match ECM rev limit
Maximum Torque Clutch 1 & 2
Set to 655Nm (number size limit here) this value cannot be increased further without RaceROM custom code.
Maximum TQ when Shifting Circuits
The maximum torque allowed when the shift fork is moving increased to 65Nm
Torque maximum during starting (pull away)
Increased to 2000nm/s at normal operating temperatures to allow for quick torque increases when pulling away from standstill.
Pre Control Torque Limit, P part & I part
Increased to 655Nm to accommodate for higher initial torque targets.
Forced Upshift RPM 1 -> 2 -> 3 -> 4 -> 5 -> 6 (Drive, Sport, Torque & TipTronic)
Raise to the 7000RPM (the ECM Rev limit)
Shift Schedules Adjustment
Adjustments to shift schedules can be done in using a few different methods, some more indepth than other, in this example a simple accel pedal axis and shift RPM changes were made in Drive mode, very few changes were made to ECU and Sport schedules as there are deemed to be OK.
Downshift Schedule (ALT Dive & ECO) for all Downshifts (6 → 1)
The Data and axis of these maps has been adjusted to achieve a slightly higher accel pedal value for the same downshift limit so that the car shifts downshifts a little earlier. More changes have been made to the drive maps as the ECO and Sport schedules are usually deemed OK.
Upshift Schedule
The Data and axis of these maps has been adjusted to achieve a slightly higher accel pedal value for the same downshift limit so that the car shifts downshifts a little earlier. More changes have been made to the drive maps as the ECO and Sport schedules are usually deemed OK.
Max Nominal Gradient for Downshifts in TT
Increase to allow for shifts whenever the TripTronic shifter is pulled
Upshift Inhibit Torque Threshold
Increased to 6000 to allow high torque upshift’s
Max Nominal Gradient for Downshifts in TT
RPM gradient set to 7500RPM/sec to increase the range and speed of the shift when triggered by paddle pressing
Multiple Downshift & Upshift Suppression Time
set to 0 to allow multiple upshift and downshifts when ever you request them.
COBB have a very good sheet on a different method to set up the shift schedules, you can read their Shift schedule documentation here.
Shift Times Adjustment
Maximum overlap torque difference
Increases to 1200Nm/sec to allow for quicker torque ramp rate during gearshifts
Maximum Overlap Torque Gradient Incoming & Outgoing Clutch
Increases to 1200Nm/sec to allow for quicker torque ramp rate during gearshifts
Minimum overlap torque difference
Increased to 210Nm/s to allow for higher torque overlap during the shift to increase the shift speed
Switch Times D ECO TQ Red. Pedal based
Reduced to allow allow for quicker shifts
Switch Times D Normal TQ Red. Pedal based
Reduced to allow allow for quicker shifts
Switch Times S Pedal based
Reduced to allow allow for quicker shifts
Switch Times S TQ Red. Pedal based
Reduced to allow allow for quicker shifts
Switch Times TT Pedal based
Reduced to allow allow for quicker shifts
Target An Actual TQ Diff To Trigger An Error State
Raised to 655Nm to prevent DTC for torque differences.
Kick Down Prevention
Kickdown Switch (Tiptronic SW)
Min. Accel Pedal for a Kickdown
Kiss Point (Stall Speeds) adjustment
These Maps have been reduced slightly at high Accel Pedal values to improve clamping at lower speeds
Clutch Stall Speed (Drive) (2nd Gear)
Clutch Stall Speed (Drive) (3-6 Gear)
Clutch Stall Speed (Reverse) (T0)
Clutch Stall Speed (Reverse) (T1)
Clutch Stall Speed (Reverse) (T2)
Clutch Stall Speed (Sport) (2nd Gear)
Clutch Stall Speed (Sport) (3-6 Gear)
Clutch Stall Speed (Sport) (T0)
Clutch Stall Speed (Sport) (T1)
Clutch Stall Speed (T0)
Clutch Stall Speed (T1)
Clutch Stall Speed (T2)
Clutch Stall Speed (TT) (2nd Gear)
Clutch Stall Speed (TT) (3-6 Gear)
Clutch Stall Speed (TT) (T0)
Clutch Stall Speed (TT) (T1)
Clutch Stall Speed (TT) (T2)
Stall Speed Max 2nd and above
Launch Control Changes
Max. TQ Gradient for LC Engagement
Set to 20000Nm/sec to allow immediate LC torque gradient increases
Maximum torque increase during LC
Set to 20000Nm/sec to allow immediate LC torque gradient increases
Brake Pedal Pressure to Enable LC
reduced to 60 bar to enable LC with less brake pressure
Exit LC duirng ESP Activation
set to 1 to enable ESP on Launches
Launch Control Selector Sw. Activated when in D or S
Unchecked to allow LC only when in manual mode
Maximum Torque (Launch Control)
set at 700Nm to allow for full torque when launching
Stall Speed & ESP (Launch Control)
Set to 4500RPM above 85% accel as this is a good medium point for Launch control RPM setpoint.
Adaptions
These values are adjusted (generally raised the limits up) to allow the clutch pressure learning enough range to produce the correct pressures.
Clutch 2 Slip adaption type 0 (default)
Clutch 1 Micro Slip adaption type 0 (default)
Clutch 1 Micro Slip adaption type 0 (Max)
Clutch 2 Micro Slip adaption type 0 (default)
Clutch 2 Micro Slip adaption type 0 (Max)
Clutch 1 Adaption type 0 Current Offset for temperature
Clutch 2 Adaption type 0 Current Offset for temperature
Clutch 1 Macro Slip adaption type 1 (default)
Clutch 1 Macro Slip adaption type 1 (Max)
Clutch 1 Micro Slip adaption type 1 (default)
Clutch 1 Micro Slip adaption type 1 (Max)
Clutch 2 Macro Slip adaption type 1 (default)
Clutch 2 Macro Slip adaption type 1 (Max)
Clutch 2 Micro Slip adaption type 1 (default)
Clutch 2 Micro Slip adaption type 1 (Max)
Misc Changes
There are a number of other map changes to help with other aspects of the gearbox tune.
Accel Pedal Characteristic during Speed Control
CAN Sw. for Broadcasting Gear in Instrument Cluster
this value is se to “1” so the gear is displayed in every drive mode
Enable Torque For Fast Engagement
Fast Off Function Pedal threshold (S-mode)
Upshift Speed Monitoring enable RPM
Max RPM sync value on Output Shaft Speed failure
Output Shaft Speed sensor diagnosis VSP threshold
Max Filling for Full Load Burble
Friction Coeff. Corr. Clutch Drv. Spd Factor
Friction Coeff. Correction Clutch RPM Factor
Judder Warning timer
Start Circuit Accel Pedal Hysteresis
Speed Limiter Integral Factor
Speed Limiter Prop Factor
Eng Speed Limiter In Neutral
Output Speed Threshold for 5th gear engagment limp
Speed Limiter Calc time
There are a number of changes that may not need to be included depending on what you want to do with the TCM tune. However this diff file contains all of the changes set up in the Example_DQ250A_MQB_2016_Golf R_0D914Q_5006_EddieMap_DodsonClutchPack ROM.
For further information please contact support@ecutek.com