10-23-2018, 12:13 PM
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#166 |
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Join Date: Oct 2018
Location: The Netherlands
Posts: 4
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Thank you guys for all the work and effort you have put in to make it possible for beginners to understand the working of the mt05 ecu.
I have a MT05 ecu in my 50cc scooter from Riya motorcycles. What i noticed is that the ECU in my scooter is a Rongmao MT05 ECU instead of a Delphi MT05... The software for the Delphi works on the Rongmao MT05 as well. Maybe it's a clone or a rebrand. My scooter has a ECU limited speed (25 km/h) and i am trying to bring it up to 34 km/h. Unfortunately the manufacturer does not answer on my emails so i am trying to tweak it but as of now, i have no idea where to start... I used the PCHUD software and managed to increase the IDLE rpm speed using slew outputs. > Is there a way to find the ID of the max RPM speed so i can use it in a slew element to increase this max? > Is there a way to store this slew element in the memory of the scooter as well (flashing/remapping)? I will be glad to keep you up to date about this project 
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10-24-2018, 03:54 PM
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#167 |
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Join Date: Jul 2015
Posts: 36
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Hi tere
Is there anyone know where to find the “Short term fuel trim” and “Long term Fuel trim” on this PCHUD program ??? Is there any place where I can find the following figers from PCHUD explained??? Engine Speed - Engine Speed Battery Voltage- Actual battery Voltage Coolant temp – Actual Coolant Temperature measured in thermostat housing Intake Air TEMP- Intake air temperature measured by MAP sensor Pump Duty Cycle – measured in percent Spark Dwell time – length in time of spark IPACV- ??? Exhaust temp - I gees measured by 02 sensor Air Fuel Ratio – Air Fuel Ratio 14,71 / 1 in perfect world Target A/F ratio - ECU is making this Target for Air Fuel Ratio BLM LEARN VALUE 1- ??? CLC INT LEARN V 1- ??? Fuel Pulse Width 1 – how long time the injector is injecting fuel DESIRED IGN TIMING- ??? CCE1 - ??? CLC CORR COEFF1 - ??? BLM CELL NUMBER- ??? DYNAMIC SA- ??? Fuel Pulse Width 1 – how long time the injector is injecting fuel DESIRED MOTOR STEPS – location of the valve from 0 – 132 IDLE VOL LEARN VAL - ??? Desired idle rpm – ECU is trying to achieve this given value Idle RPM error – difference between ; Desired idle rpm and actual idle rpm 23 ERROR counter- ??? Atmospheric pressure- actual Atmospheric pressure Current fault code - Current fault code which has occurred Historic fault code - Historic fault code stored in ECU Measured MAP – pressure in kpa measured by MAP sensor in throttle body but not sure way is so low EXPECTED MAP- EXPECTED pressure measured by MAP sensor O2- Voltage – voltage which passing by O2 sensor depend on amounts of oxygen in exhaust gases Throttle Position- actual Throttle Position Throttle Value- not sure Thank You |
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10-24-2018, 07:01 PM
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#168 |
Join Date: Jan 2015
Location: England
Posts: 382
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Re configure your PCHUD to use
k_FLAP.hud dated 10/1/2016 K_FLAP.par dated 16/01/2002 These I believe were the last hud & par files I did. Below is an image showing the layout of PCHUD in this configuration and a corresponding explanatory list. the list is the best I could do at the time and I think it should answer some of your questions. (the image & list can also be found on post # 107) Code:
status2
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CL ENABLED - engine running using "Closed Loop" (using O2 sensor, typically when in idle, part throttle or cruising)
PRIME PULSE DISABLE - ECU injects a small amount of fuel when the ignition is turned. No more fuel is injected until the engine is cranking. Prime pulse should show disabled when engine is running.
FUEL PUMP ON - self explanatory
ACC ENRICH ENABLED - ACCELERATION ENRICHMENT ENABLED, (rich mixture) works much like the accelerator pump on a carb when you open the throttle quickly. Helps to eliminate hesitation
DECC ENLEAN ENABLED- DECCELERATION ENLEANMENT ENABLED, or fuel cut-off mode – is enabled during periods of deceleration. In this mode, the ECU reduces injector pulse width or momentarily shuts the injector off in order to reduce high emissions and engine backfire.
ACC ENRICH EXIT - Has left ACCELERATION ENRICHMENT state
DEC ENLEAN EXIT- Has left DECELERATION ENLEANMENT state
status3
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O2 SENSOR RICH - O2 sensor detecting a rich mixture
C L ADAPTION RESET - Closed loop adaption reset, ECU resets long & short term trim to zero,(why and when ?)
" Idle speed control system
Idle speed control system possesses such functions as closed-loop control,
self learning, altitude correction, out of step automatic adjustment and
intelligent resetting, depending upon operating state of the engine"
O2 SENSOR HEAT - O2 sensor heating element enabled (helps to bring the O2 sensor sensor up to operating temperature more quickly)
O2 SENSOR READY - O2 sensor has reached operating temperature ( closed loop is only possible once this has happened)
IACV CORRECTION ON -Idle air control valve correction on - don't know what form of correction this refers to
IACV LOST STEP -Idle air control valve (stepper motor) there's no actual feedback from the IAC to the ECU to tell it that the commands have been carried out, instances of low system voltage may prevent the IAC from actually having the ability to carry these out, resulting in step count loss.
IACV MOVE INHIBIT - Idle air control valve move inhibit - indicates then the IAV is locked in the "park" position
IGNITION ON - Self explanatory
status4
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MAPCID ENABLED- ( MANIFOLD ABSOLUTE PRESSURE (sensor), CYLINDER INLET DETECTION) - cylinder detection negates the need for a camshaft position sensor
When engine cylinder is working in intake stroke, the intake valve suddenly
opens, and the manifold pressure near the intake valve drops sharply
(by about 1kPa). The sharp drop of pressure is detected by the MAP sensor,
the ECU processes this signal by means of the software, to determine stroke. Enabling spark ignition and fuel injection to be on the correct stroke
MAPCID YES/NO - SUCCESFULL DETECTION
IDLE ENABLED - Is in a state of idle
POWER ENRICHMENT ENABLED - Applied when putting a continuous load on the engine
PE AFR PROTECTION EN - Power enrichment air fuel ratio protection enabled - it makes sure fuel/air ratio never becomes to lean when the engine is under load and cause damage
NEUTRAL SWITCH ON - Self explanatory
MIL LIGHT ON - malfunction indicating light - Indicates a fault
status 5
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INL PRESS CORR ON - Inlet pressure correction on, The ECU is enabled so it can make corrections between actual atmospheric pressure and the base line of sea level (101kpa) atmospheric pressure ** i think **
BARO UPDATES ENABLE - Atmospheric pressure updates enabled
SEQ SPARK ENABLED - Sequential spark enabled, opposite of wasted spark - uses the MAPCID to know the correct cycle to create spark.
The only advantage to sequential ignition is at idle and low speed. It will provide
cleaner emissions and smoother idle. Over about 2500-300 RPM there is no advantage
ENGINE IN RUN- Engine running
STABLE WARM IDLE - The ECU is satisfied that all factors have been met its requirements for a stable effecient idle. One factor is the coolant temp needs to reach 60 - 70 deg C.
COLUMN 1
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COOLANT TEMP - self explanatory
ENGINE SPEED - self explanatory
THROTTLE POSITION - (0 - 100 %) reported by the throttle position sensor (TPS)
IDLE RPM TARGET - pre programed desired idle speed
BATTERY VOLTAGE - reported system voltage
O2 VOLTAGE - O2 sensor (lambda), high= rich, low= lean ( initial high= sensor is heating)
FUEL PUMP DUTY CYCLE- seems to report that the fuel pump is operational
COLUMN 2
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FUEL PULSE WIDTH - length of time that fuel is been injected in milliseconds, (short= less, long= more)
IACV TARGET STEP - idle air control valve (stepper motor), variably adjusted by the ECU to suit a particular instance based on pre programmed info and live feed back from the sensors. (high= more air, low = less air)
TPS AN TO DIG- throttle position sensor analog to digital (a conversion of voltage to digital info for the ECU)
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MAP/T - MANIFOLD ABSOLUTE PRESSURE AND AIR TEMPERATURE SENSOR :-
this sensor undertakes a number of tasks to aid the ECU in determining the best fuel air ratio at any given time.
1/ Atmospheric pressure is taken to determine the altitude ( the higher the altitude the less oxygen content in the air).
2/ Air temprature is taken, a measured amount of cold air is more dense so contains more oxygen than warm air. ( also for cold start)
3/ inlet air pressure is taken so air flow can be calculated per charge
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(AIR INL TEMP) - air inlet temperature
(BARO READING) - atmosheric pressure (Average sea-level pressure is 101.325 kPa)
(MEASURED PRESS) - intake manifold pressure (partial vacuum e.g idle 40kpa, full load close to 100kpa)
(READ ANGLE) - "The ECU is designed to read the MAP sensor only once per engine cycle.
Therefore, to get a measurement representative of load, it must be measured at the
minimum value associated with the propagating vacuum pulse to get reliable load
resolution. This means that the MAP sensor must be read at a very specific time in the
engine cycle, which is defined by the corresponding crank angle (MAP Read Angle)"
(CID PASS) - cylinder inlet stroke detected
(CID FAIL) - cylinder inlet stroke NOT detected ( this should remain at zero)
COLUMN3
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AFR TARGET - pre programed air fuel ratio for the condition (desired AFR)
AFR COMMAND - Input from the fuel trims, O2 sensor etc, the ECU trys to and match the AFR TARGET, so i think this is actual AFR
* the AFR TARGET & AFR COMMAND should match quite closely*
SPARK ADV TARGET- pre programed spark advance for the condition (desired spark advance), should be in degs BTDC
SPARK ADV COMMAND- the ECU trys to match the SPARK ADVANCE TARGET, so i think this is actual ADV, should be in degs BTDC
SPARK ADV IDLEDYNAMC- spark advance idle dynamic, by advancing and retarding helps to give a smooth idle.I guess the output is in degs BTDC but how this works in relation to SPARK ADV COMMAND i dont know
SPARK DWELL TIME - In milli seconds, too short= weak spark, too long= melted coil .ECU controls this based on system voltage (always use the correct coil)
CPK SENSOR ERROR - crank shaft position error, this should remain at zero
VOLUME EFFICIENCY - "Volumetric efficiency (VE) is used to describe the amount of fuel/air in the cylinder in relation to regular atmospheric air. If the cylinder is filled with fuel/air at atmospheric pressure, then the engine is said to have 100% volumetric efficiency. Normally aspirated engines typically run anywhere between 80% and 100% VE" calculated info contained in "tables" in the ECU
MALF CODE CURRENT - current fault code
MALF CODE HISTORIC - old stored fault code
SECTION 4
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For this section my explanations are not good . terms like "multipliers", "Factors", "adaptions", "trims", "intergrals" etc. have been hard for me to pin down. Also Delphi or PCHUD doesn't display regular percentage values.
"tuning of the fuel and making adjustments in
closed –loop on the fly is known as : Short Term Fuel Trims.
Major fuel trim adjustments stored in the ECM
memory are known as: Long Term Fuel Trims"
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LTFT CELL No - long term fuel trim cell number, (Block Learn) portion of the stored table being used
LTFT CORR FACT - long term fuel trim correction factor,(Block Learn Multiplier (BLM)) IDEAL Number IS 1 EG 1.2 = MORE FUEL, 0.8 = LESS FUEL
CL STFT COUNT - closed loop short term fuel trim count, anything outside of + or - 5 to 10 is bad
CL FUEL CORR FACT - closed loop fuel correction factor (%) in other diag software a reading of outside + or - 5 to 10 is bad, do not know why the percentage reading in PCHUD is so low i think it has the decemal point in the wrong place.
** I think the important thing here is spotting trends, this is made easier if you have made a " recording" in PCHUD when your engine has been fault free **
INL PRESS CORR CELL - inlet pressure correction cell, similar to "LTFT CELL" No but for air pressure ?
INL PRESS CORR FACT - inlet pressure correction factor, similar to "LTFT CORR FACT" but for air pressure ?
INL PRESS COMP - inlet pressure compensation, not sure how this relates ?
IDLE AIR VOL LEARN- idle air volume learning, not sure how this relates ?
IACV COMP TPS- idle air control valve compensation for the throttle position sensor, i think this % is an added amount dependent on temperature. ?
EXPECTED INL PRESS- expected inlet pressure, taking in to acount of input from the sensors the ECU expects the inlet pressure to be this
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01-01-2019, 04:35 AM
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#170 |
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Join Date: Jan 2019
Posts: 1
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benelli RFS 150i remap
Hi all,
Im currently on a project to remap my bike ECU, tried to download PCHUD but failed to run the program on my laptop. Ecu harness also hard to find Anyone can help? |
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01-01-2019, 07:54 AM
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#171 | |
Join Date: Jun 2016
Location: Hell
Posts: 2,408
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Quote:
I can supply the cable as well - unsure if it’s cool or not to share Katflaps files? I do have those but it’s not my work |
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07-11-2019, 07:15 PM
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#172 | |
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Join Date: Jul 2019
Posts: 1
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upload files again please.
Quote:
Could I upload the files again, the link does not work or, otherwise, my email is dani.mazabuel@gmail.com? Thanks again. |
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09-28-2019, 08:04 AM
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#173 |
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Join Date: Sep 2019
Posts: 3
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AJP PR7 idle issue
Hi,
I have an AJP PR7 motorbike that has the exact identical MT05 ECU and uses PCHUD for diagnostics. As I live in an area without a dealer less than 5h drive away I am trying to troubleshoot an issue myself. Could someone shed some light why my bike idles inconsistently and also dies at idle speed ocasionally? Here's a video (I am having difficulties running the PCHUD program, it keeps disconnecting, I can only have it connected for a few seconds and then all values disappear and COM port times out. I have to switch to a different USB port and another COM port then it starts working again for a few seconds. Could it be a poor electrical connection somewhere? Bad cable?) https://photos.app.goo.gl/2BZ3CuCVduGWG8Yz5 Things I have done already: 1. replaced the O2 sensor with brand new 2. cleaned the throttle body along with the IACV motor 3. tested fuel pump pressure 4. tested and cleaned injector 5. replaced fuel and air filters The bike only has 4000km and is not even a year old. An additional symptom is that the bike does not run nicely when riding at constant speed, let's say 4th gear, 3500 rpm, it feels as if it looses powercycles occasionally. When full throttle, bike goes fine and really strong. |
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09-28-2019, 10:27 AM
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#174 | |
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Join Date: Jun 2016
Location: Hell
Posts: 2,408
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Quote:
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09-28-2019, 04:30 PM
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#175 | |
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Join Date: Sep 2019
Posts: 3
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Quote:
Exhaust temp is not measured. The bike only has the O2 sensor in the exhaust. |
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09-28-2019, 10:37 PM
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#176 |
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Join Date: Jun 2016
Location: Hell
Posts: 2,408
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Yep data looks fine but so did my bikes and map solved the issue
Same poor running cond below 6000rpm as you |
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09-29-2019, 01:18 PM
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#177 |
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Join Date: Jan 2015
Location: England
Posts: 382
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@ spuzvica,
Just passing through & read your post. I noticed in your video you have the 'IACV lost step' illuminated, this should not be. see post #168 for some reference. Try resetting the ECU to clear this One idea I've read is that this can happen if your battery is not so good & is low on voltage (below 10v) during cranking or perhaps a slightly intermittent power supply or 'earth' to your ECU or stepper motor. intermittent ECU power/earth could also explain your bad connection to PCHUD via the diagnostic port. Regards
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09-29-2019, 03:04 PM
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#178 | |
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Join Date: Sep 2019
Posts: 3
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Quote:
I will investigate the grounds on my bike and let you know! Thanks for the tip! |
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02-09-2020, 08:32 AM
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#179 | |
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Join Date: Feb 2020
Posts: 1
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Quote:
Have you found a solution yet to adjust the ecu from rongmao? I have the same problem. |
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02-28-2020, 01:25 PM
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#180 |
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Join Date: Feb 2020
Posts: 1
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Hi guys. Am using Scomadi TT125i with Delphi MT05 ecu. The problem now is my engine temp is quite high, the idling is not stable (sometimes below 2000rpm n sometimes it could goes up to 2600rpm), frequently dies during idling and sometimes while riding the bike. I was thinking of remapping since it got so much problem.
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Linear Mode
