00:00 |
All right, we've made it to step three.
|
00:01 |
So, last night I did all the prep work, got our files as ready as we can to get ready to get into the vehicle and really get into the nitty gritty here and get rolling.
|
00:11 |
So, the next thing we're going to be working on is shift scheduling.
|
00:14 |
And we're going to start with real light throttle, work our way up to more medium throttle.
|
00:19 |
So, first let's take a peek at our shift scheduling options and see what we have available.
|
00:26 |
So, we're in the transmission section of VCM editor.
|
00:29 |
We go to shift scheduling.
|
00:31 |
And under partial throttle shift, we have normal, pattern A, pattern B, hot trans, tap up, tap down, and safety shifts.
|
00:44 |
Then over here we have some full throttle items which we're going to leave till later.
|
00:49 |
All right, so first I'm going to open up the normal, normal table.
|
00:55 |
The normal fifth table.
|
00:58 |
And the normal sixth table.
|
01:02 |
All right, so if you're working with a four speed, like a 4L60 or 4L80, the normal table, this first one, is essentially going to look a great deal like what you're working with.
|
01:14 |
And then kind of as I mentioned, the 6L80 is a bit of a growth beyond that and just kind of like an add-on.
|
01:23 |
So, essentially they've added on a fifth table, they've added on a sixth table.
|
01:28 |
So, the base table has our one to two upshift, one to three upshift, three to four upshift, then downshifts from two to one, three to two, and four to three.
|
01:38 |
Then in the fifth table, we have our four five upshift and our five four downshift.
|
01:43 |
And then in the sixth table, we have five six upshift, six five downshift.
|
01:48 |
All right, for now, we're just going to look at the first few gears to simplify things a bit.
|
01:54 |
And I'm going to pull up our alternate patterns here and see what they have.
|
02:01 |
All right, so pattern A, pattern B.
|
02:06 |
I'm going to leave hot trans.
|
02:08 |
Hot trans is usually something that's only going to come into play when the transmission is deemed to be overheated.
|
02:13 |
So, generally speaking, we just don't wanna overheat the transmission.
|
02:17 |
And if this is set up to make the transmission protect itself, perhaps operate in a manner that would reduce slip, reduce temperature, and help it cool back down, it's probably not something you're going to wanna mess with most of the time.
|
02:31 |
You may want to get in there and adjust the temperature threshold before that table becomes active.
|
02:37 |
If you're in a situation where the transmission fluid temperature is not actually monitored by a sensor, if it's just a modeled value and you've added a transmission cooler that's not accounted for by the model that the vehicle was originally prepared for, then you might be in a situation where it thinks the transmission's getting hotter than it really is, and you might wanna tweak that.
|
03:00 |
But aside from that situation, this is generally something you're going to wanna leave alone.
|
03:04 |
So, I'm going to go ahead and skip it.
|
03:07 |
All right, next.
|
03:09 |
Pattern B, everything is set to zero.
|
03:13 |
Safe to say that this is probably not being used, otherwise it wouldn't work at all.
|
03:18 |
So, that allows us to narrow our field, narrow the scope of what we're doing, make things a little less complicated looking.
|
03:25 |
Now, we know we don't really need to worry about pattern B.
|
03:28 |
All right, next I'm going to pull up tap up, tap down, normal.
|
03:34 |
And tap up, tap down is the system implemented here which allows you to move the shifter down in the drive, then over to the side, and then tap it up or down towards a plus or minus indicator.
|
03:46 |
And it gives you a bit more manual control of the automatic transmission.
|
03:50 |
This might be called auto stick or something else in another vehicle, but the idea is similar.
|
03:55 |
It may be engaged by paddles on another vehicle instead of bumping the shifter up and down, or buttons maybe on the shifter.
|
04:03 |
Nevertheless, in any situation like this, what you'll often find are upshift speeds, which are very high to avoid them from happening, and downshift speeds, which are not zeroed out, but they're set very low to give you as much manual control as possible until the vehicle needs to downshift to avoid the engine speed getting extremely low and perhaps making the vehicle stumble or stall.
|
04:30 |
So, they've given you as much leeway as they possibly can there.
|
04:34 |
And in this case, for example, at 100% throttle on a four to three downshift, you need to be going 18 miles per hour for that to happen.
|
04:48 |
But if you were in, let's say, normal mode, you could be anywhere under 91 miles per hour.
|
04:55 |
And if you floored it, you would get that downshift.
|
04:58 |
So, again, in an auto mode, they're assuming, well, the driver floored it, they really probably wanna downshift.
|
05:05 |
And if I'm under a speed where I can do that without the engine overrevving after the downshift, I'm going to give it to them.
|
05:11 |
But in manual mode or tap up, tap down in this case, essentially, we're not going to change gear unless the user tells us to shift gear, okay? Outside of those few criteria I mentioned, like avoiding stalling, for example.
|
05:27 |
So, in this case, we like that behavior for tap up, tap down.
|
05:30 |
We're going to let it do its thing.
|
05:32 |
I'm going to close that out.
|
05:33 |
And that leaves us with normal pattern A and safety shifts.
|
05:40 |
Let's take a quick look at a safety shift.
|
05:44 |
All right, safety shift D1 from two to three is going to happen at 60 miles an hour.
|
05:50 |
So, let's go ahead and look at our two, three shifts on our normal table.
|
05:55 |
60 is higher than anything we have in this table.
|
05:57 |
So, what that tells me is this is something that's just going to make sure that a shift happens before it's too late, before the engine revs too high.
|
06:05 |
It's already happening higher than anything would happen during normal operation.
|
06:10 |
And then let's also hover over it and see if our in-application help gives us anything.
|
06:15 |
All right, so safety shift speed selector in D1, okay.
|
06:20 |
Now,, because it says D1 and this vehicle doesn't necessarily have a D1 position indicated on the shifter, these may not even apply.
|
06:31 |
Another thing we'll notice here is there are four-wheel drive low tables and while this is a ute, it's essentially like a sports car that looks like a little pickup truck and definitely not something that has four-wheel drive or a low range transfer case.
|
06:49 |
So, again, an example of some tables and functionality that might appear visually present but aren't necessarily used in the application that's in front of you.
|
06:59 |
So, for safety shifts, I can tell that it's at least out of the way because it's set so high and it's not going to impact our driving.
|
07:07 |
So, between that and knowing, it's probably not going to take effect either on this vehicle at all or unless there's a safety type situation in place which could be anything from a failure of a sensor to perhaps a code being on where the transmission thinks something is wrong and then it's just trying to protect the situation.
|
07:31 |
So, again, we're going to move right on from that.
|
07:34 |
Those can probably be left alone.
|
07:37 |
And now let's just take a look at the difference between normal and pattern A and see if we can figure out not only what's different but what these two functionalities might be used for.
|
07:48 |
All right, so in normal mode, if we look at the one-two upshift, we have numbers starting at 8, 8, 9, 11, 13.
|
07:58 |
Down in pattern A, we have 8, 8, 9, 11, 13.
|
08:01 |
All right, so so far, everything looking the same.
|
08:04 |
Let's go to the next bunch.
|
08:06 |
So, at 31%, we have 16, 20, 24, 27, verse 15, 17, 20, 22.
|
08:17 |
And so what we're starting to see here is at more moderate throttle positions, the speed that needs to be achieved before an upshift will occur is a bit higher in pattern A than the normal mode.
|
08:30 |
So, this is going to allow more vehicle speed to be achieved, which also means more engine speed will be achieved before the shift starts happening.
|
08:38 |
So, at this point, now I'm thinking, all right, maybe pattern A is a little more sporty.
|
08:44 |
But let's not rely on just a few numbers to make that call.
|
08:49 |
Let's go ahead and poke at a few more numbers.
|
08:51 |
So, I'm going to skip ahead to the three-four upshift in this moderate area.
|
08:57 |
And in the 31 column, we have a 48, 54, 61, and 68.
|
09:03 |
All right, so down here, we have 52, 63, 76, and 86.
|
09:10 |
So, now we're at 86 here instead of 68, pretty massive difference.
|
09:15 |
And that's going to allow the engine to rev out far higher, vehicle achieved far greater speed before it starts that shift.
|
09:21 |
So, this is definitely a sportier mode.
|
09:23 |
It's definitely going to keep the engine speed up higher before an upshift.
|
09:27 |
And then let's take a quick peek at downshifts and see if they've been changed a bit as well.
|
09:33 |
All right, so down here in a similar area, we've got 25, 27, 29, and 33.
|
09:41 |
Up here, we have 24, 24, 25, 27.
|
09:45 |
Yeah, so, okay.
|
09:46 |
So, essentially, downshifts are also set up in this pattern A mode to downshift at a bit higher speed, keep the engine speed up a little more again.
|
09:57 |
I'd say the disparity between the upshift speeds is far greater than the disparity between the downshift speeds.
|
10:06 |
And that's perhaps maybe not what you want when you want a really sporty mode.
|
10:10 |
I would think if you want the upshifts to keep the engine revved up a bit more, so it's more responsive and peppy, you probably want that from downshifts as well.
|
10:20 |
You probably wouldn't want to wait till let's say 4,000 RPM for an upshift, but then if you start slowing down a little, let the engine go down to like 1 ,200 RPM before a downshift happens.
|
10:32 |
And those are just some numbers I'm throwing out, but when you see those huge gaps in upshift, but really small window in the downshift, kind of gives me the impression that's what it's going to drive like and something we might want to change later.
|
10:47 |
So, in our course, we generally work with upshifts first, downshifts later.
|
10:51 |
I just kind of wanted to preface that a little bit here so that we're kind of talking through, deciphering what this pattern might be used for.
|
11:00 |
And then we can also decide what we want to use it for.
|
11:03 |
But before we can do that, let's figure out how we get the vehicle into normal mode or pattern A.
|
11:09 |
So, to do that, I'm going to get the vehicle driving.
|
11:14 |
I'm going to get my scanner software running.
|
11:18 |
And I've done that by hitting the red dot, which starts scanning.
|
11:22 |
That also automatically connects.
|
11:25 |
I'll just show you quickly.
|
11:26 |
You can do those steps independently or as a unit.
|
11:29 |
So, I'm going to stop scanning.
|
11:30 |
I'm going to disconnect.
|
11:33 |
Now, you can either hit this button, which will both connect and start recording, or you can hit this button, which will connect and pull all the PIDs or all the monitors that you can log.
|
11:45 |
And then you can start separately.
|
11:47 |
Before you start, if you want to set up your list, you can open up a channel config here.
|
11:53 |
I will provide the channel config that I am using, so it'll save a little time if you've got that transmission or just as an example.
|
12:01 |
And even if you have another transmission, a lot of things will transfer over.
|
12:05 |
All right, so I've got this set up though, well enough for now.
|
12:09 |
I'm going to start scanning.
|
12:12 |
And I'm going to bring this down here so you can see a few things.
|
12:16 |
The first one is trans shift mode.
|
12:19 |
Now, I've poked through and I found this monitor and right now it says normal.
|
12:24 |
So, to me that says we're in normal shift mode, but let's see what happens when I start moving the shifter.
|
12:30 |
So, I'm going to go from park to reverse and the current gear does update, but we're still in normal mode.
|
12:37 |
We'll go to neutral, still in normal mode, pull the stick back into D for drive.
|
12:42 |
And now we have current gear of one, shift mode is still normal, okay? Now, at this point, I'm going to move the shift lever to the side and now we have pattern A, okay? And what I'm seeing in the gauge cluster is S1, which I believe to mean sport and gear one is enabled.
|
13:02 |
And then if I move the shifter back to drive, I just get D in the cluster.
|
13:10 |
All right, so back to sport and then I'm going to tap up.
|
13:14 |
And now that I've tapped the shifter up and this could be done with buttons for manual shifting, perhaps paddles if the vehicle's fitted.
|
13:22 |
Now, we've got the vehicle into TUTD or tap up, tap down mode and it's showing that the current gear is still one.
|
13:29 |
Now, in tap up, tap down mode, it gives us a great deal of control.
|
13:33 |
So, even though I'm not moving, I'm going to tap down and it's going to let me shift the vehicle into a second gear, all right? And then I'll pause this for a moment, just to show you here.
|
13:45 |
What I have running down at the bottom here are pressures.
|
13:49 |
So, I have the pressures for each of the various clutches in the transmission.
|
13:55 |
And when the shift occurred, you can see that the pressure dropped out of one clutch and rose up on another clutch.
|
14:03 |
And again, just like we discussed in the course, as you engage and disengage these clutches, that allows different sets of planetary components to be enabled, changes the gear ratio and off we go.
|
14:15 |
All right, so I'm going to start recording again.
|
14:22 |
Back to drive.
|
14:25 |
We are in normal mode.
|
14:27 |
All right, now I'm just going to verify that that behavior is maintained as we actually move the vehicle.
|
14:32 |
So, I'm going to get the dyno set up to do that.
|
14:37 |
And let's go ahead and drive a little bit.
|
14:42 |
I'll throw the seatbelt behind my back so you don't have to hear that.
|
14:49 |
All right.
|
14:56 |
For whatever reason, the current gear monitor in here is not reading.
|
15:00 |
I've tried all available monitors and that won't update.
|
15:04 |
So, unfortunately, that's not going to be quite as clear, but over here we can see that we're all the way up in sixth gear.
|
15:13 |
All right, so we went from gears one through six in drive.
|
15:17 |
Now, I'm going to shift over to sport mode.
|
15:20 |
We have shifted to pattern A and actually a downshift occurred.
|
15:24 |
And again, that's because while not hugely different, the downshift speeds for pattern A were a little more sporty.
|
15:33 |
All right, so I'm going to gradually ease off the accelerator let the vehicle start slowing down and we'll see some downshifts once we get slowed down a bit.
|
15:52 |
All right, fifth, fourth, third, second, first gear.
|
15:57 |
And you can see the clutches as they're coming in and going out there.
|
16:01 |
All right, next, we're just going to verify tap up, tap down.
|
16:04 |
So, I'm going to tap down, keep us in first gear.
|
16:10 |
All right, we'll get up to about 3000 RPM.
|
16:13 |
Then I'm going to tap up into the next gear.
|
16:19 |
All right, we'll hold that, tap, tap, tap again.
|
16:30 |
All right, now I'm going to put the vehicle in neutral and allow it to slow to a stop.
|
16:36 |
And let's take a look at this.
|
16:39 |
So, what I want to show you here is a few things.
|
16:47 |
So, we verified that our shifter position is determining which shift scheduling pattern tables are going to be in effect.
|
16:57 |
And that allows us to know which tables we want to adjust to get a different behavior in each position of our shifter, which is great.
|
17:06 |
So, that was all pretty straightforward.
|
17:08 |
Had we not had this trans shift mode monitor here to make that so easy for us, what you would generally want to do is make some changes in all of the tables such that it becomes very apparent which table is active and then test the shifter in each possible position.
|
17:27 |
Maybe drive in each different drive mode if your vehicle has drive modes that are otherwise selected.
|
17:33 |
And that allows you to pinpoint when each table was active.
|
17:36 |
This also becomes really critical if you're working with a system that has lots of shift scheduling tables and perhaps they're labeled just by a number or a letter and there's really not much of an indication of when they may or may not be active.
|
17:51 |
That's a really good way to do that.
|
17:53 |
While we didn't need to do it here, I'm just going to quickly show you how we would do that.
|
17:59 |
So, I'm going to pull up several tables just to make this more apparent.
|
18:08 |
All right, now what I'm going to do is we're going to set this whole table to 318 miles an hour and this whole table to 318 miles an hour.
|
18:22 |
And this whole table to 318 miles an hour.
|
18:26 |
And let's say that's all of our tables except for one, okay? And so now what's going to happen is the vehicle should only upshift if this pattern A table is active and at these vehicle speeds.
|
18:42 |
To make even more certain, what I would do is set the entire row so that no matter where my throttle or pedal is, I know for certain what speed these shifts are going to happen at.
|
18:57 |
And maybe we do something like that, okay? So, 10s across the board, 20s across the board for the two, three shift, 40 mile an hour across the board for the three, four shift.
|
19:08 |
And what that would do is, again, we should have access to all the tables.
|
19:13 |
Hopefully we do, but let's say there's some that haven't actually been exposed in the software.
|
19:19 |
By doing this really deliberately, we'll be able to super easily look at our log, see if the one, two shift happened exactly at the speed that we anticipated to based on how we've set our table and know that there isn't a chance that maybe some other table was active and it had like pretty similar values.
|
19:39 |
If you're really deliberate and put some very distinct values in your table so you can really know for sure that that's one that was active, that can be really helpful in that situation.
|
19:50 |
All right, and then you would essentially just perform that, then maybe take these values and apply them to the next table that you want to test.
|
20:01 |
So, maybe we copy these into here and then we make these all at 318.
|
20:13 |
Actually, as I'm doing this, I'm going to not change these in that way.
|
20:23 |
So, we're going to keep the down shifts so they could happen just in case.
|
20:34 |
All right, so just in case for some reason, the table wasn't impacting the up shifts, but it was impacting the down shifts.
|
20:43 |
We want to make sure the down shifts are still able to occur so you don't get like stuck in fourth gear or something.
|
20:49 |
So, just to be extra, extra safe, if you're in that exploratory period, maybe something more like this would make sense.
|
20:56 |
All right, so at this point, now you would move the shifter into various positions, try different drive modes and see under what conditions the normal table was active, all right? And then you found the normal table.
|
21:10 |
Now,, again, for us, it's labeled normal, seems pretty straightforward, but if this table was labeled number 57 and that's all you had to go on, you had no idea what number 57 meant, then you kind of get the feeling for, oh, okay, this makes sense as a way to narrow down what's going on.
|
21:28 |
All right, so we're going to undo those changes, get back to a normal state.
|
21:38 |
All right, close these back up.
|
21:42 |
And now let's take a quick look at the log.
|
21:44 |
I just want to show you a few things.
|
21:47 |
All right, so here we were in tap up, tap down mode and we were in first gear and now we're in second gear, all right? So, a shift occurred here.
|
21:57 |
If we look at the blue line, this is our transmission slip.
|
22:03 |
And right up until this big spike, slip was extremely minimal right around zero, which is what you want to happen when you're in one gear, okay? Now,, what I'm seeing here is suddenly we have a bunch of transmission slip, but vehicle speed didn't really change.
|
22:22 |
Up here at the top, we can see it's 21 miles an hour, didn't suddenly move, didn't really move at all through this little area here.
|
22:31 |
And also engine speed, kind of, which is the red line, kind of continues on as normal.
|
22:37 |
Also, if I look at transmission input RPM and transmission output shaft RPM, as we're going through this area here where it suddenly shows 1 ,200 RPM of transmission slip, the speeds did not suddenly change by 1 ,200.
|
23:02 |
So, our output shaft RPM is right around It goes up like two, three RPM here, not 1,200.
|
23:11 |
And our input shaft RPM doesn't change massively either.
|
23:14 |
So, what I want to highlight there is you're seeing a monitored transmission slip where slip is only occurring in the mind of how the monitor is set up.
|
23:25 |
And what I mean by that is what happened here is it looks like the PCS number three pressure was 110.
|
23:36 |
So, we had full pressure on a single clutch there along with number five, which seems to be engaged for all of these.
|
23:44 |
So, that's probably just a forward clutch.
|
23:46 |
So, this PCS three pressure here is at 110.
|
23:51 |
And then right where that slip starts, what I see happening is where the transmission monitor starts saying there's slip, which isn't really slip.
|
24:00 |
What we're seeing here is the pressure on the PCS three starts going down and the pressure on PCS four starts coming up.
|
24:10 |
Now, what's happened here is the TCM is preparing the clutch that's going to be engaged in the next gear for the shift.
|
24:19 |
So, the shift is technically started because this is part of the shift process, but what you would typically call a shift where the RPM drops and there's a real handoff of torque from one set of clutches to another hasn't actually happened yet, but we're preloading that clutch, getting it ready so that when we're ready to shift, we can do that quickly.
|
24:41 |
So, as soon as that happens, this monitor seems to think there's slip.
|
24:46 |
We can tell there isn't slip by monitoring our transmission input and output speeds and seeing that one of them didn't suddenly flare, go crazy.
|
24:55 |
And then here, what we can see happen, and I'm going to zoom in a little bit just so you can get a better look at this.
|
25:08 |
All right, so that starts happening here, but right here, if we look the third row down at spark, we can see a sudden drop in spark.
|
25:21 |
And if we look over to the left, I'll show you right where this starts.
|
25:27 |
We start to get trans torque management type clutch control.
|
25:32 |
And what that's doing is, and then if we look a little further, we see spark torque management type trans.
|
25:39 |
So, what that's indicating is the transmission has decided it's time to request a reduction in engine torque from the engine computer based on a clutch handoff about to be occurring.
|
25:52 |
And then the type of torque management that's highlighted here is spark, and that's what we're seeing here.
|
25:59 |
So, we're seeing a spark reduction in timing advance, and that is going to achieve the torque reduction that we're looking for.
|
26:08 |
If we look at throttle, for example, on the second strip chart here, we can see that it doesn't really move around much here.
|
26:16 |
It's right about 30, 29%, and it stays that way throughout this shift.
|
26:21 |
So, there isn't a throttle closure, there isn't a fuel cut or anything of that nature happening during the shift.
|
26:27 |
The torque reduction is coming purely from this reduction in ignition timing.
|
26:33 |
And that also helps us see where this phase of the shift is actually happening, right? So, we can see the clutch preload for what's called the oncoming clutch starting back here.
|
26:45 |
And there's actually a monitor that will indicate that.
|
26:49 |
So, if we look over here on the left, oncoming clutch is none.
|
26:53 |
And then where we see the pressure dip on the off-going clutch and start to rise on the oncoming clutch, it actually tells us which is the next clutch that's going to be engaged, which is number four in this case.
|
27:06 |
If you've forgotten off-going and oncoming from the course, I'll just refresh quick.
|
27:10 |
So, off-going clutch means the clutch that was fully engaged in the gear that we're in.
|
27:16 |
And then the oncoming clutch is the clutch that's going to take over as we enter the next gear, okay? So, that covers that.
|
27:26 |
And then up here, we actually see the RPM drop that happens when a shift occurs, right? And that RPM drop is just simply related to the gear ratio change that is occurring at that time.
|
27:40 |
Now,, let me see if I have, yes, I do.
|
27:42 |
Okay, so trans-calculated gear ratio.
|
27:48 |
So, what the transmission does here is it actually tries to figure out what the current gear ratio is based on the input and output speeds of the transmission, because what happens in between those two, as long as there isn't slip within the transmission, is simply a gear reduction.
|
28:07 |
So, right here, when we're in first gear, we have a trans-calculated gear ratio of about four to one.
|
28:16 |
And then if we look after the shift, we have a trans-calculated gear ratio of about 2.391, or about 2.4.
|
28:27 |
So, big change between first and second gear, and that's what causes this large drop in engine speed while the vehicle speed remains, actually, the vehicle speed increases quite a bit.
|
28:43 |
I will say that's a little different on this type of dyno than it will be on the road.
|
28:48 |
What happens here is essentially, because there's very little inertia in the system, and we're not fully loading the dyno at the moment, it's just a hub dyno that's freewheeling at the speed, what happens is when you engage the next gear, basically, the ratio changes, and there isn't a lot of resistance, so the hub's just spinning up, so they spin up quite a lot.
|
29:10 |
So, we suddenly go from 21 miles an hour to 30 right off the bat.
|
29:15 |
But engine RPM, despite that massive increase in speed, still drops quite a bit because of the gear ratio change.
|
29:22 |
All right, one other thing I'm just going to touch on quick as a little tidbit is how does the transmission arrive at this 2.359 number, and can we do that ourselves? Yes, we can.
|
29:36 |
If that monitor didn't exist, and you weren't sure what the gear ratio was in the transmission, you would look for a point, like, say, here, where we fully completed the shift, we're up to full pressure on the new clutch, and our transmission slip is very small.
|
29:54 |
We can see almost zero RPM transmission slip.
|
29:59 |
All we have is a slight difference in speed here.
|
30:05 |
What we can do is we can divide the input shaft RPM by the output shaft RPM.
|
30:16 |
So, I'm going to pull up a calculator and do that quick.
|
30:20 |
All right, so we're going to do 27.22 divided by 1149.6, and we're going to get 2.37, we'll call it.
|
30:34 |
Okay, so 2.37, slightly different from 2 .36.
|
30:42 |
The values clearly moving around a little bit.
|
30:45 |
All these values are moving, so they aren't necessarily sampled at an identical time, so sometimes that'll cause a slight discrepancy, but effectively, that is how that number's being generated.
|
30:56 |
It may also be taking that slight trans slip into account, perhaps including the torque converter slip.
|
31:02 |
Hard to say how that monitor's generating it, but that's how you yourself can come up with the gear ratio that's found if it's not as simple as knowing or Googling the gear ratio, because perhaps the vehicle owner isn't sure what's in the transmission.
|
31:18 |
But that way, you can do it yourself.
|
31:19 |
All right, so we've shown a shift.
|
31:21 |
We've shown how to determine when torque management is occurring, what it's doing, in this case, just spark timing advance reduction.
|
31:31 |
I've shown where the shift technically starts, which is where the pressure split occurs between the off-going and oncoming clutches.
|
31:41 |
And then I've shown where the real handoff happens when that clutch pressure on the oncoming clutch really starts to ramp up, which is right about here, as it's dragging the engine speed down and the next gear ratio is really becoming engaged.
|
32:00 |
All right, so that's an example of what a shift looks like.
|
32:05 |
Now, let's get into thinking about what we wanna do with our shift modes.
|
32:10 |
So, we'll go back here.
|
32:14 |
We've got normal, we've got pattern A.
|
32:17 |
For this particular vehicle owner, he didn't have specific feedback of what he would like us to do with the TCM, make it fun, that sort of thing.
|
32:28 |
And that's a pretty common criteria that you'll be given.
|
32:31 |
In my mind, when the shifter is over in that sport mode, I think this is a sporty vehicle, it's a lot of fun.
|
32:40 |
Let's see if we can just make it more fun, more responsive.
|
32:43 |
So, what I'm thinking is let's make the difference between normal and sport larger.
|
32:50 |
Let's run the engine up to higher RPM before the shifts.
|
32:54 |
And I think not only on the upshift, but I think also on the downshift, just keep the RPM up where this thing's really snappy and peppy and let's make it a lot of fun.
|
33:04 |
So, let's get into how we would do that.
|
33:09 |
All right, so first I'm going to zoom back out on our log.
|
33:12 |
I'll record all these logs just so you guys have access to them.
|
33:22 |
All right, initial drive mode investigation.
|
33:31 |
All right, and I'm just going to number these.
|
33:34 |
So, it's easy to know that they're in order.
|
33:36 |
Okay, so we've saved that, we've zoomed out a bit.
|
33:40 |
What I wanna do now is let's look for when we were in pattern A.
|
33:48 |
All right, so this is the section where we were in pattern A, but I was already in a relatively high gear.
|
33:59 |
Okay.
|
33:59 |
Okay.
|
34:01 |
All right, I don't really have something that's very representative of what pattern A is going to do.
|
34:08 |
So, I'm going to do another test here where we drive the vehicle and let's get a feel for what it does before we edit it.
|
34:19 |
All right, so first gear, pattern A, I've got the stick over to the side.
|
34:24 |
Cluster is reading S1 for sport and first gear is engaged.
|
34:28 |
I'll apply a little accelerator pedal and let's see where the shifts occur.
|
34:42 |
All right, so it looks like I'm at about 7 % accelerator pedal, throttle's around 26%.
|
34:49 |
We've had our first shift from first to second, somewhere in the 24-ish mile an hour range, I think, but we can go back and check more specifically later.
|
35:01 |
All right, it's not really enough accelerator to accelerate so I'm going to give a little more, see if we get up to where we make our next shift.
|
35:12 |
All right, now we're into third, fourth, fifth, sixth.
|
35:19 |
All right, we'll coast down, put the vehicle on neutral.
|
35:31 |
Okay.
|
35:32 |
Okay.
|
35:35 |
Let's stop and take a look.
|
35:38 |
Zoom back in a little bit.
|
35:42 |
Okay, so let's find our first shift.
|
35:44 |
So, first to second, right there.
|
35:48 |
Okay, so again, you can use this trans slip value as well as the big spark reduction to kind of help you spot shifts.
|
35:58 |
You can also, if you're viewing all of the pressures, that'll make it real easy.
|
36:03 |
You can see this green line jump up real big there.
|
36:06 |
So, let's look at when this one-two shift occurred.
|
36:12 |
Okay, I'm going to zoom in a little more, get a closer look.
|
36:19 |
All right, so we'll just double check, confirm we're in pattern A, so we make sure we know which table we're going to reference over on the tune side.
|
36:27 |
And here we see the start of the clutch handoff, start of the shift, right around 16 miles per hour.
|
36:36 |
And then the actual gear change is happening up around 20.
|
36:41 |
Let's see where it reads, we're in second gear.
|
36:44 |
I'm using the arrow key to just very precisely go back and forth.
|
36:48 |
Okay, so right here, this is right where the TCM decided, okay, now we're really fully in second gear.
|
36:56 |
And you can see it lines up pretty well with where the pressure massively jumps up on the oncoming clutch, right? So, that's when it really grabs into that gear.
|
37:06 |
Also, you can see that at that point.
|
37:14 |
Oh, okay, so it just so happens that the clutch that was engaged for first gear was this PCS-5, which remains engaged while we also engage PCS-4.
|
37:28 |
So, again, you never know how the transmission's going to work until you get to see it in action or read the service manual, and this is how we figure it out.
|
37:36 |
So, second gear is a combination of those two clutch or holding devices being active at the same time.
|
37:43 |
All right, now we know what speeds it started the shift and completed the shift at.
|
37:48 |
So, we'll say started the shift around 16 miles per hour and completed the shift around 23.
|
37:56 |
And we were at 7.5% on accelerator pedal, 27% on throttle.
|
38:02 |
Let's go to the table and see what that lines up with.
|
38:08 |
All right, I'm actually going to close the normal table just to keep things simple here.
|
38:15 |
We're looking at the one-two shift.
|
38:18 |
Looks like 16 miles an hour correlates with about 31% throttle.
|
38:26 |
Let's see, where were we here? Little under that.
|
38:32 |
We were at 27.5%.
|
38:35 |
So, I would have expected it to happen a little sooner based on that, but sometimes there's delay times and things.
|
38:42 |
We'll keep an eye on that and see what we find later.
|
38:46 |
One thing of note though is again, the speed that this started to happen at, 16 miles per hour, pretty far from 23 miles per hour.
|
38:58 |
So, as you're planning your shift points out, just please remember to keep in mind, things take time.
|
39:05 |
As you're applying more torque, the shift will start to get a little bit quicker as part of how the TCM strategy firms up those quicker shifts to avoid lots of slip and heat generation, but also keeps shifts a bit slower, a bit softer and smoother during gentle driving so that it's not such a jolt every time you shift, unless you really need it because you're driving for performance, which you would generally do by applying more accelerator pedal, having more throttle position and making more engine torque.
|
39:40 |
So, I'll actually give you a sneak peek now.
|
39:43 |
Again, I know this is skipping ahead a little, but these things do all relate.
|
39:48 |
So, don't be afraid to kind of look around at other items as you go.
|
39:54 |
So, here, if we take a quick look ahead to the shift timing table that we'll be adjusting more in the future, we have desired shift time and then special.
|
40:05 |
All right, so looks like we have desired times for the one, two upshift, the two, three upshift, three, four, all the individual ones.
|
40:15 |
Then we have all the skip shifts like one to three, one to four, okay? And then in special, it looks like we have all the same items along with their own numbers.
|
40:27 |
And it looks like at least for all the individual shifts, the first set of tables and second set all seem to have the same values.
|
40:38 |
Let's see if we can figure out though when each of these is active.
|
40:43 |
So, to do that, I'm just going to check a few other areas.
|
40:50 |
Okay, here we go.
|
40:51 |
So, pressure pattern mode is either going to be normal when pattern X is active or it's going to be considered the special option.
|
41:01 |
And those appear to be the only two options, normal or special, while pattern Y mode is active.
|
41:07 |
Pattern Z mode is also going to use special.
|
41:10 |
Okay, what is pattern X? What is pattern Y? Let's figure it out.
|
41:15 |
Let's look over here, pressure pattern select.
|
41:19 |
So, now these are our trans shift modes.
|
41:22 |
So, we have normal and pattern A and then pattern B.
|
41:26 |
We know pattern B isn't used.
|
41:28 |
We found it was those tables were full of zeros.
|
41:30 |
Then we have tap up, tap down, auto shift and tap up, tap down, manual shift.
|
41:36 |
And they're actually using different patterns for each.
|
41:40 |
Kind of neat.
|
41:41 |
So, when an auto shift occurs, which would be like at those really extreme high upshift values that you'd probably never hit or the relatively normal mode like downshift values, which you probably would hit if you were just coming to a stop and didn't manually do the downshifts yourself and the TCM was just kind of taking care of it for you.
|
42:04 |
I guess it's figuring that's more of a casual driving situation.
|
42:08 |
So, let me use the same pressure pattern or profile that I would use if you were just in normal mode.
|
42:15 |
But if you're manual shifting, we're going to use pattern Y.
|
42:18 |
Now, pattern Y is also what's active during the shift pattern A.
|
42:26 |
All right.
|
42:27 |
Now, I know this might be starting to get a little confusing.
|
42:30 |
Sometimes it helps to take notes, maybe make a list of these are all the shift patterns and which position I put the shifter in or which drive mode I select to enable each of them.
|
42:42 |
Keep some notes for yourself.
|
42:43 |
So, you remember and can always refer back to it and know what's going on.
|
42:47 |
But then our pressure patterns are separate.
|
42:49 |
And it looks like for the most part, yeah, it looks like we're just using X and Y.
|
42:55 |
So, this pattern Z apparently exists, but I'm not sure if it's going to be used.
|
43:03 |
So, something we'll keep in mind as we go.
|
43:06 |
I like that the pressure pattern or profile for sport mode and manual shifting is different from normal mode.
|
43:16 |
I probably would have done that anyway if it hadn't been that way.
|
43:19 |
You could make them all the same, but for me, I'm thinking we have these options of normal or sport.
|
43:26 |
Let's make normal nice and comfy and great for casual driving, good for fuel economy.
|
43:31 |
And let's make sport the fun one.
|
43:33 |
So, fun not only means maybe keeping the engine RPMs up a little more with shift scheduling, can also mean quicker shifts, a little more pressure during the shift to help the shift complete more quickly and feel firmer and more sporty, maybe a little bit less sloppy.
|
43:50 |
So, let's look back in shift timing.
|
43:56 |
So, now we know that special is going to be for our manual tap up, tap down shifts and our sport shifts.
|
44:03 |
And one thing we might wanna do in the future is shorten these up, all right? I mentioned this because as you get into these tables, one of the things that you're going to find is we have a base amount of time that a shift's going to take based on these values here, but then there's going to be adders that can be applied to them, okay? So, the torque adder is basically going to say, depending on the engine speed we're at and the amount of torque the engine is currently generating.
|
44:39 |
And again, hopefully the amount of torque the engine's generating is the amount that's being reported to the TCM.
|
44:46 |
And this is why accuracy there is important.
|
44:48 |
As there's more torque being generated, we're going to add, looks like less time.
|
44:54 |
Also, I see here as the RPM goes up, we're going to add more time, okay? So, for example, if we just look at the 6 ,400 RPM column, as torque goes up, the amount of time we're adding goes down, right? So, more torque, shorter shift, less torque, longer shift, probably less pressure, more comfy, right? Don't jostle the occupants in the vehicle, make it nice and easy on the drivetrain, great.
|
45:28 |
But when we're making a bunch of torque, a slow shift could slip the heck out of the clutches or holding devices and damage them.
|
45:35 |
We don't want to overheat them.
|
45:36 |
So, we need to get those shifts done more quickly, not only for performance, to keep the vehicle accelerating efficiently, but to avoid component damage.
|
45:46 |
So, as torque goes up, shift time goes down, but within a given torque amount, it looks like the amount of time it takes to complete the shift goes up a little bit, all right? So, that's just how it's set up from the factory.
|
46:04 |
We'll decide what we want to do.
|
46:06 |
You may want to retain that, you might not.
|
46:10 |
You might want to say, if I'm making this much torque, I want the shift to take this long.
|
46:15 |
I don't want it taking any longer.
|
46:16 |
I don't want to risk putting more heat in or whatever the case may be.
|
46:20 |
That's one of those situations where it's really up to you or if you're tuning for a customer, up to them.
|
46:27 |
And if they aren't sure, you'll be using your best judgment for them.
|
46:31 |
All right, so something to keep in mind here is now we have some idea how long these shifts are going to take.
|
46:39 |
If we go back here and look at how much torque we were making or how much torque we were telling the transmission we were making.
|
46:48 |
All right, we're delivering apparently around 22 foot pounds of torque to the transmission.
|
46:53 |
So, where would we be in this table? Somewhere in between these two rows.
|
47:01 |
Okay, so the shift occurred at, started around 2,400 RPM.
|
47:09 |
Yeah,, 2,400 RPM on the gear that we're in when we started the shift.
|
47:15 |
We'll go back here.
|
47:17 |
2,400 RPM happens to be a column break point.
|
47:20 |
How convenient.
|
47:21 |
All right, so we were probably about halfway in between these, let's say roughly, based on the 22 foot pounds of torque we were making.
|
47:30 |
And so an adder of about 0.21, just halfway between these two is what would have been added to the one-two shift time.
|
47:41 |
So, if you take 0.27 seconds and you add 0 .21 seconds, then you get your approximate total shift time, which would be right around half a second.
|
47:57 |
Let's see if that's kind of how it went down.
|
48:01 |
All right, so time 36.9 there, here 38.1.
|
48:15 |
So, quite a bit longer if we take the time from the initiation of the preparation of the oncoming clutch to the end of the shift.
|
48:27 |
But let's see how long it took where we see the RPM actually dropping, where that handoff is really occurring, okay? And that will coincide with the torque reduction via spark.
|
48:40 |
So, let's see what time we're at now.
|
48:43 |
All right, so we're right around 37.4.
|
48:53 |
And now we've gone to about 38.1, 38.2, where we've hit the next gear, right? So, a little bit more than half a second, but we're in the ballpark.
|
49:06 |
The shifts won't always occur exactly in the timeframe that you expect.
|
49:11 |
There are probably also some other factors that come into play.
|
49:15 |
Some of these other values might be a factor as well.
|
49:20 |
Also, this transmission does a little bit of adapting as it goes.
|
49:24 |
So, what it will do is it will look at that shift and say, all right, I wanted this shift to happen in about half a second.
|
49:31 |
It happened in a little bit longer than that.
|
49:34 |
Next, time I do that shift, I'm going to use a little bit more pressure and do things a little bit differently and try to get that shift time right on the target of what I was trying to achieve.
|
49:44 |
All right, so those adaptives that happen, you can actually see some of the values related to that here.
|
49:52 |
And the shift pressure is adaptive section.
|
49:56 |
There are some other areas that will have more of that as well.
|
50:01 |
There's adaptation for the torque converter clutch, lockup clutch as well.
|
50:08 |
So, we won't get deep in the woods there on that right now, but just understand sometimes shifts won't occur in exactly the amount of time that you request.
|
50:17 |
The transmission may or may not, depending on how it's set and the control strategies in place, may or may not adjust your pressures that you start with to try to achieve the correct desired shift time if the shift didn't occur in the amount of time that you were expecting it to.
|
50:37 |
All right, so we've seen where the one-two shift happened.
|
50:43 |
Then the vehicle was accelerating very slowly and we gradually crept up to where our next shift occurred.
|
50:52 |
Let's see what that looked like.
|
50:54 |
All right, so right about 33, 34 miles an hour, we started to perform a two to three shift.
|
51:02 |
And in this case, it looks like PCS-5 is going to maintain pressure.
|
51:12 |
PCS-4, which was in conjunction with PCS -5, giving a second gear, is now going to have a drop in pressure as the pressure needs to rise on the oncoming clutch for the next gear, which appears to be...
|
51:26 |
Actually, we've got a couple.
|
51:29 |
Let's see.
|
51:32 |
All right, PCS-2, right.
|
51:35 |
So, PCS-2, which is this kind of reddish color, starts to prepare.
|
51:42 |
And that's at 33, 34 miles an hour.
|
51:44 |
In this case, because I was applying just barely enough accelerator pedal and throttle to get up to the speed where the shift was going to occur, the speed hasn't changed much between this initial preloading and the actual main shift event occurring, which will help us as we go back and look at our shift schedule tables to see where we were.
|
52:07 |
All right, so we're just going to call it 33, 34 miles per hour.
|
52:12 |
Again, the speed did jump up after the shift finished because of the gear ratio change.
|
52:19 |
But let's look at our shift schedule table and see what we've got there.
|
52:24 |
So, 33, 34 miles an hour, accelerator at 12, throttle at about 31%.
|
52:33 |
Let's close this out.
|
52:34 |
Let's go back to shift scheduling.
|
52:37 |
Two, three shift.
|
52:41 |
31% throttle.
|
52:43 |
And yeah, right about 34 miles per hour.
|
52:46 |
That all makes sense.
|
52:47 |
Okay.
|
52:54 |
So, let's see.
|
52:56 |
Our shift finishes.
|
52:58 |
We just wanna make sure there's no slip after the shift completes.
|
53:03 |
Slip's very minimal.
|
53:05 |
When you see that like minus five to plus five RPM transmission slip, definitely not to worry.
|
53:12 |
It's not always going to be perfectly at zero.
|
53:17 |
Those numbers start getting big and it's not during a situation of multiple clutches preparing for a clutch handoff, then you can start to worry about it.
|
53:29 |
Another thing that's happening here is we can see if our torque converter clutch is locking up.
|
53:36 |
It looks like the line pressure on the torque converter clutch is staying at zero this whole time.
|
53:42 |
And our torque converter clutch slip is around 30 RPM.
|
53:48 |
Right now our desired slip is 40, just allowing a little compliance there.
|
53:52 |
So, we're under our desired slip, which is probably why the torque converter clutch isn't engaging, but we can look into that more later when we get to that portion.
|
54:02 |
And then it looks like very quickly after that two, three shift, we got a three, four shift.
|
54:10 |
So, two, three shift, three, four shift immediately following.
|
54:14 |
And that looks like it started somewhere around 50 miles an hour.
|
54:20 |
So, let's check our three, four shift.
|
54:24 |
Yeah, somewhere right around here.
|
54:27 |
So, that all makes sense.
|
54:31 |
And then the trans slip monitor doesn't get a break here because it goes from three to four.
|
54:41 |
We have multiple clutches active at the same time because it's already working on the next shift.
|
54:46 |
We can see that C3 oncoming clutch is already sitting there.
|
54:51 |
Then we have the next shift, which goes four to five.
|
54:58 |
And the engine RPM drops, the trans current gear updates, but what you'll see here is we're already into the next transition.
|
55:08 |
So, essentially we're already into the five, six shift, which happens here.
|
55:13 |
And that's why that trans slip monitor read slip that whole time, because through that whole section, basically we have at least two clutches doing a prep for a handoff or a handoff the whole time.
|
55:27 |
All right, so we've seen what it's doing now.
|
55:31 |
One thing I wanna look at is the RPM spread as these shifts occur, okay? So, we're revving up to about 3000 RPM.
|
55:41 |
We're dropping to about 2400.
|
55:45 |
Maybe we want that to be a little bit higher.
|
55:48 |
I thought it was decent, but one thing I do wanna see is we'll see what happens when I drive the car a little more aggressively, give it a little more throttle.
|
55:58 |
And the big thing I noticed was the one, two, three shifts, I had to be pretty deliberate to get to, but then once I got into fourth, the fifth and sixth shifts happened, like felt just waterfalled one right after the other.
|
56:11 |
So, it looks like the spread between those is probably a lot tighter and perhaps a lot less sporty than the shifts are getting between one and fourth gear.
|
56:21 |
All right, so let's look at the table and let's pull up the fifth and sixth just so we can see what's going on here.
|
56:32 |
All right, so if we keep looking at this 31% column, we upshift at 16, then 34, then 52 miles an hour, then 76, then 106.
|
56:44 |
Did we really get to 106? Let's see.
|
56:51 |
We did not.
|
56:53 |
Okay, we did not get to 106.
|
56:56 |
We got to about 80 and we were already into sixth gear.
|
57:01 |
We started shifting into 80 when we were only in the 70 mile per hour range, but we were at 32% throttle.
|
57:12 |
So, that does not correlate with this table.
|
57:18 |
All right, well, this is an opportunity for us to go over something that sometimes happens.
|
57:26 |
So,metimes, especially in a factory flash scenario, there are other outside factors which may be coming into play, which may not allow the system to function exactly as we expect it to.
|
57:40 |
At this point, I'm just going to take a quick look and see if I can get an idea of maybe the transmission got warm, maybe the engine got warm.
|
57:51 |
Let's see what was going on.
|
57:53 |
Transfluid temp, 120.
|
57:55 |
All right, let's try to figure out what might be considered hot for this transmission so we can see if it might've been going into a hot mode.
|
58:07 |
I can pretty much tell you that 120 degrees Fahrenheit is not hot, but let's take a quick look around and see.
|
58:21 |
All right, it's considering 300 degrees unacceptable for this torque converter clutch adaptation.
|
58:29 |
That's not quite what we're looking for, but let's see.
|
58:36 |
Okay, that's not what we want.
|
58:38 |
Okay, it's not immediately apparent from there.
|
58:47 |
Let's see if we see something somewhere else.
|
58:55 |
There we go.
|
58:56 |
All right, the transmission is hot.
|
58:59 |
If we get over about 284 degrees, they think that's hot.
|
59:07 |
So, obviously we were nowhere near that.
|
59:10 |
All right, so it didn't shift early because the transmission was hot.
|
59:16 |
Okay.
|
59:20 |
Our vehicle shouldn't be in a fail state, shouldn't be operating in a safety mode, but let's save this.
|
59:31 |
This is initial sport, which is pattern A.
|
59:46 |
Shift, baseline.
|
59:48 |
Okay, let's go here and see if we have codes.
|
59:51 |
We are on a two-wheel drive dyno, so we might have some codes related to the front wheels not turning.
|
59:56 |
Let's just see what we've got.
|
01:00:01 |
All right, right front wheel speed sensor is unhappy.
|
01:00:05 |
Brake pedal switch, that's an odd one, not expected.
|
01:00:10 |
Gonna go ahead and clear that out.
|
01:00:12 |
Just see if that comes back.
|
01:00:14 |
But yeah, I mean, when you're on the dyno and your front wheels are not turning for quite a while and your rears are, you're probably going to get some codes.
|
01:00:21 |
They'll generally clear themselves out after you have all the wheels working on the ground, driving down the road after the fact.
|
01:00:31 |
If you're on a roller dyno that's four -wheel drive and it's linked, this is probably something that you would avoid.
|
01:00:37 |
Shouldn't be an issue in terms of our tuning.
|
01:00:39 |
I just wanted to make sure we didn't have an odd code that I wasn't expecting that might really be throwing things off.
|
01:00:47 |
Okay.
|
01:00:49 |
Back here.
|
01:00:54 |
Let's just look at our log quick and make sure we didn't somehow hop into a different shift pattern when that happened.
|
01:01:02 |
All right, so pattern A, I'm going to zoom out.
|
01:01:09 |
All right.
|
01:01:12 |
Pattern A, pattern A, pattern A.
|
01:01:15 |
Yeah,, so we were in pattern A all the way until the end of the test after we were already in sixth gear and I just started slowing down and moved the shifter over to put it in neutral and went through normal mode, which is D to get to neutral.
|
01:01:31 |
That's why it switched to normal here, but that was after we had already done our test.
|
01:01:36 |
Okay, so we were definitely in pattern A but things did not go quite as planned.
|
01:01:41 |
So, given the tables that we have available, it looks like this should not have occurred.
|
01:01:50 |
Why it did, hard to say.
|
01:01:52 |
So,metimes it's a situation where perhaps the table scaling isn't quite as it appears.
|
01:01:59 |
For example, what I mean by that is maybe this 31 isn't really 31.
|
01:02:05 |
Maybe 31 is somewhere over here where it says 19 to 25 and that way we would have been in a speed range where the shift actually occurred.
|
01:02:16 |
If I remember right, it was what, 70 something.
|
01:02:23 |
Yeah,, so zooming back in.
|
01:02:32 |
Yeah,, so basically this next shift initiates around here where this next clutch pressure starts to come up for preload.
|
01:02:39 |
So, around 73, then the main shifting happens around 76.
|
01:02:44 |
So, 73 looks like we probably should have been down around, oh, let's call it, you know, right between here but closer to the low side, right? So, maybe 20, 21% throttle.
|
01:02:59 |
Let's take a look at accelerator pedal and see where that was.
|
01:03:07 |
Okay, so throttle was at 32, accelerator pedal was at 12.9.
|
01:03:12 |
So, neither of those is really quite lining up.
|
01:03:15 |
Let's just go back and look at a prior shift.
|
01:03:23 |
So, the one, two, three shifts seem like they kind of happened where we expected them to, at least in this instance.
|
01:03:32 |
But let's check this three, four shift and see if it jives with our table data.
|
01:03:40 |
Okay.
|
01:03:44 |
So, the clutch preps phase starts around 50 miles an hour, 32% throttle.
|
01:03:50 |
This is going to be a three to four gear shifts.
|
01:03:56 |
52 is where I would expect it.
|
01:04:00 |
That's pretty much right on.
|
01:04:03 |
So, yeah, I mean, hey, that makes sense.
|
01:04:12 |
Yeah,, so it's really just four to five and five to six shifts seem to be like they might've been early.
|
01:04:19 |
Let's just verify that four to five shift.
|
01:04:22 |
All right, so the four to five has already started here.
|
01:04:27 |
62 miles an hour, 32% throttle.
|
01:04:41 |
Yeah,, that seems early.
|
01:04:42 |
It should have been more like 25% throttle for it to shift at that speed.
|
01:04:50 |
If this is throttle position, if this number is really 31, that shift shouldn't have started until we were going 76 miles an hour, which is well over where we were the entire time the shift occurred.
|
01:05:04 |
And we did not get to 76 until we were already shifting into sixth gear.
|
01:05:10 |
So, there's something going on there.
|
01:05:12 |
And hey, sometimes this happens.
|
01:05:14 |
This is something to be aware of.
|
01:05:16 |
It doesn't mean that we can't necessarily make a change and see a difference occur, but perhaps the table values aren't going to line up with what we're monitoring perfectly as we would like.
|
01:05:29 |
We would always love for it to work out that way.
|
01:05:32 |
But again, sometimes because of either a scaling inaccuracy potentially and how the table is visually presented to us in the software, or sometimes because there's additional control logic, which actually overrode the situation, which we may not have tables that we can see for, that might be another reason why this sort of thing would occur.
|
01:05:56 |
But anyway, let's not get hung up on that.
|
01:05:59 |
Let's press on and see.
|
01:06:02 |
I think let's see what happens when we apply a bit more throttle.
|
01:06:06 |
When this is going to be a sporty mode, let's drive it a little more sporty and see what it does.
|
01:06:12 |
So, I'm going to start a new log.
|
01:06:22 |
And if you're on, let's say like a Mustang dyno where you can apply a constant vehicle simulation, you can just leave it in that mode and do all this driving, and it'll be just like being on the road.
|
01:06:32 |
If you're on a, let's say a dyno jet, the inertia will help you out a bit.
|
01:06:39 |
If it also has an eddy current, you might want to apply a bit of load that will help get you closer to like a real world environment.
|
01:06:48 |
For example, if the dyno inertia is 2000 pounds and you're in a 4000 pound vehicle, you're probably going to need to add some eddy current impact to make it feel a little bit more like it would on the road.
|
01:07:02 |
If you're on a hub dyno like this, I'm actually going to use a ramp run as if we were doing a wide open throttle pull.
|
01:07:08 |
And I'm just going to alter the start and end speeds and the ramp rate, something that makes a little more sense for a partial throttle jaunt.
|
01:07:17 |
I'm going to probably try to give it about 40% throttle this time.
|
01:07:21 |
I'll try to get the pedal up to that point pretty quickly and try to maintain it and just let it go through the gears.
|
01:07:28 |
And we'll see what that looks like.
|
01:07:30 |
So, I'm going to set that up to start on the dyno.
|
01:07:35 |
Get on the brake, back into sport mode.
|
01:07:38 |
We'll make sure we're in pattern A, we are data logging.
|
01:07:42 |
We're in first gear.
|
01:07:45 |
I'm going to make sure I can see throttle position here.
|
01:07:52 |
I'll leave that highlighted to make it easier for you to potentially follow along.
|
01:07:57 |
And I'm going to apply some throttle to get things going.
|
01:08:03 |
This particular dyno, it likes you to kind of preload things a bit, but I don't want to get to the point where I upshift.
|
01:08:10 |
So, I'm going to be careful about that.
|
01:08:12 |
We'll start the run and then I'll try to quickly get up to 40% throttle.
|
01:08:16 |
Here we go.
|
01:08:31 |
All right.
|
01:08:35 |
Now, I've gone all the way up through all six gears.
|
01:08:40 |
If you're doing this perhaps at a track or something like that, and you don't have a ton of room, especially because going through six gears when you're not at full throttle might take quite a while, you can do this in pieces.
|
01:08:52 |
So, you can perhaps do like first, second, third, go back and tune it.
|
01:08:56 |
Then maybe do, you know, get up to speed and forth really quickly and then do a four, five, six.
|
01:09:05 |
Kind of all depends on your situation and what you have available to you in terms of tools and roadway to work with, but just in case that helps.
|
01:09:15 |
All right, so I'm going to zoom out a little bit here so I can see a little more.
|
01:09:20 |
All right, we're in first gear and where's our first shift? So, let's get to that.
|
01:09:26 |
All right, so, all right.
|
01:09:29 |
Now,, first gear, this is the initiation, the prep for that first shift.
|
01:09:36 |
You can see it down here.
|
01:09:38 |
PCS4 starts to pop up nice and low, just getting prepped.
|
01:09:44 |
Looks like by the time we actually shifted, I'll zoom in just a little.
|
01:09:52 |
Looks like we got up to about 36, 3,700 RPM.
|
01:09:57 |
And in the next gear, we dropped down to 2 ,800.
|
01:10:01 |
All right, let's see what happened in the next gear.
|
01:10:03 |
We got up to about 36, 3,700 again and dropped to 2,760.
|
01:10:12 |
So, pretty similar.
|
01:10:16 |
Next, time.
|
01:10:18 |
All right, so this next shift looks like it happened at a little bit lower vehicle speed.
|
01:10:22 |
And this is the three to four shift.
|
01:10:25 |
So, it looks like at about 34, 3,500 RPM, it shifted and that dropped us to 2,900.
|
01:10:35 |
Okay, so the start of the shift was about 150 RPM, 200 RPM early.
|
01:10:42 |
And at the end of the shift, we ended up instead of around 2,700, we ended up around 2,800.
|
01:10:50 |
Okay, so while the engine speed at the start of the shift was a little lower, the engine speed after the shift was actually a little higher than in the prior years.
|
01:11:01 |
All right, so that all comes down to how long the shift took, the spread of the gear ratios, how quickly the shift occurred, all that sort of thing.
|
01:11:08 |
So, that all comes into account.
|
01:11:12 |
And as we look at what happened, then we really need to start to think about, okay, well, what does this mean to us in terms of what we like or don't like or might wanna change? But first, I just like to kind of look and see what actually happened.
|
01:11:25 |
So, this time we shifted around 3,450, ended up at around 2,800, 2,900.
|
01:11:30 |
Now, we're shifting from fourth to fifth at about 3,100 RPM, much lower.
|
01:11:37 |
And we're dropping to about 2,500, 2,600 RPM.
|
01:11:41 |
So, that is kind of what I noticed earlier when we did our slightly lower throttle ramp through the gears is going from first, second, third, into fourth, it feels pretty peppy, lets the engine rev up a good bit.
|
01:11:56 |
When we drop into the next gear, we're not at a super low RPM, so the engine really picks up and keeps going.
|
01:12:02 |
But by the time we get to fifth and sixth, I think the TCM strategy is kind of like, well, they've had their fun, now they're just kind of like probably going to cruise on the highway.
|
01:12:10 |
Otherwise, they'd probably be giving me a lot more throttle or pedal input.
|
01:12:15 |
So, now I'm just going to kind of chill things out and sport mode maybe isn't going to be quite as sporty.
|
01:12:21 |
And we're going to get a little fuel economy here.
|
01:12:24 |
So, I think that's what they've got going on.
|
01:12:26 |
And by the time we get from fifth to sixth, we shifted about 3,100, 3,200, dropped to about 2,600 RPM.
|
01:12:35 |
So, in my mind, the first thing I'm thinking here is first, second, third, fourth, pretty cool.
|
01:12:42 |
Maybe let's give them a few more mile an hour, make it even a little more peppy.
|
01:12:47 |
Let's say maybe we don't wanna drop below 3,000 RPM in the next year until we're in a pretty high gear.
|
01:12:56 |
And let's take a look and see what it might take to make that happen.
|
01:13:00 |
So, on the one, two, looks like right around here, shift complete, we're right around 28, 2,900 RPM, 31 miles an hour, 30, 31 miles per hour.
|
01:13:17 |
And we get up over 3,000 RPM about three miles an hour later.
|
01:13:25 |
So, if I want to end up over 3,000 RPM in that next year, if I do a similar run with similar throttle application, I might wanna go in and add three miles an hour to the speed I start the shift at so that it completes three miles an hour later, approximately, again, through our lead times and shift times and all things that come into play here.
|
01:13:50 |
It's not a perfect relationship, but it looks like if I had about three miles an hour to where I start that shift, it's going to complete and set me up in the next gear at the engine speed I wanna be at just a little bit over 3,000 RPM.
|
01:14:05 |
So, let's go ahead and make that change.
|
01:14:08 |
And that was on our one, two shift, okay? So, we'll go into pattern A, one, two shift here, and I'm going to add three miles an hour, not only right there, but in these adjacent areas to make them all a little more fun.
|
01:14:31 |
And then I see what happens here is everything kind of flat lines, okay? And usually this happens because it's like, all right, now you're getting up to a relatively high engine speed.
|
01:14:42 |
If you're at partial throttle, let's get the shift done, let's get you in the next gear.
|
01:14:46 |
I'm just going to take a quick look in our full throttle shift speed section, okay? And okay, so if we're at wide open throttle, the one, two shift is going to occur at 27 miles an hour.
|
01:15:04 |
So, this is a situation where it's saying, if you're anywhere from 50 to 100% throttle, we've decided and implemented a shift at 27 miles per hour in both the partial throttle and wide open throttle shift tables, okay? And generally speaking, what you're going to probably wanna do is have your partial throttle table blend into your wide open throttle table.
|
01:15:26 |
So, maybe you wanna say like at partial throttle, max speed that I wanna shift at is 27 and wide open throttle table at, or 26 and wide open throttle table at 27, like one mile an hour apart.
|
01:15:43 |
But usually you wanna end up, so when you get up into the throttle area where you're at wide open throttle, which on this vehicle, the position will actually probably go up in the 80s.
|
01:15:54 |
It won't actually read 100 even though it's fully open.
|
01:15:58 |
So, this area here is probably always going to be flat and probably always just make it match your wide open throttle shift speed.
|
01:16:07 |
Another thing to keep in mind is, and I'll probably reiterate this when we get to our watt shifting.
|
01:16:14 |
On some applications, the wide open throttle upshift will occur at the lower or the first to occur of either the vehicle speed or the engine speed.
|
01:16:24 |
But in other systems, it requires both conditions to be true before the shift will happen.
|
01:16:30 |
Meaning both you need to be over the wide open throttle vehicle speed and the 6,000 RPM engine speed before it'll shift.
|
01:16:44 |
So, this may be a thing where you do not want to say, set these to 300 and just be like, well, at wide open throttle, I know the RPM I wanna shift at.
|
01:16:54 |
So, through the speed thing, I'll just set these up to the engine speeds I want, move these out of the way and I'm good.
|
01:17:00 |
And then you might find that the vehicle just never shifts.
|
01:17:03 |
So, if that happens, then you know for sure that both conditions need to be met, the vehicle speed and the wide open throttle RPM.
|
01:17:12 |
All right, so we'll do more on that later, but just really wanted to point out to you where this number comes from.
|
01:17:19 |
Generally, it needs to be matching up with your full throttle shift speed.
|
01:17:23 |
Okay, so back to what we were doing.
|
01:17:27 |
Right around here, around that 31% throttle area.
|
01:17:30 |
And I'm going to go all the way up to here.
|
01:17:34 |
I'm going to add three miles an hour.
|
01:17:37 |
And I think that's going to give me a bit more of the behavior that I'm looking for.
|
01:17:41 |
If I'm applying super light throttle, I don't really know that I want it a great deal more sporty than it was, but down here, let's add, let's say two miles an hour.
|
01:17:56 |
And let's take a look and compare and just shift everything around here so we can see these all together.
|
01:18:05 |
Yeah,, so in this area, normal and sport were the same.
|
01:18:08 |
And frankly, if I wanted them the same, I probably would just be driving in normal mode.
|
01:18:14 |
So, let's make them just a little different.
|
01:18:16 |
You certainly don't have to.
|
01:18:18 |
Maybe you find you wanna just always drive the car in sport mode and have it be normal or casual when you're applying very little pedal position, but get more sporty as you apply more throttle.
|
01:18:30 |
And then you would wanna leave this alone.
|
01:18:33 |
But for me, I'm thinking, let's just make all of sport mode a little more fun.
|
01:18:37 |
I'm going to bump these areas up two miles an hour, bump these up three.
|
01:18:41 |
I stopped here because I didn't want this number to become higher than these, okay? So, one thing you wanna avoid is values above zero not being escalating from left to right.
|
01:18:57 |
So, I'll say that better.
|
01:18:59 |
The values from six on up to 100 should be increasing from left to right always, okay? They can be the same from adjacent column to adjacent column, but we shouldn't be in a situation where we have, say, 29 here, and then it drops down to 27 and the value to the right of it, okay? Always either equal or increasing values as you go from left to right.
|
01:19:26 |
Okay, hopefully that makes sense.
|
01:19:28 |
All right, so we've got our one to two updated.
|
01:19:32 |
Let's look at two to three.
|
01:19:40 |
All right, so two to three, we got up to about 3,700 RPM.
|
01:19:43 |
We dropped to about 2,765.
|
01:19:48 |
Let's move this over so I can see a little better.
|
01:19:52 |
And yeah, 2,700 under 3,000.
|
01:19:56 |
I wanted over 3,000.
|
01:19:57 |
I feel like the engine's more peppy there.
|
01:20:00 |
So, let's make that happen.
|
01:20:02 |
So, it looks like we hit this gear.
|
01:20:07 |
We're at 47 mile an hour here, 45 there.
|
01:20:11 |
Let's see why those are so different.
|
01:20:14 |
Okay, so there's a discrepancy between driven and vehicle speed.
|
01:20:18 |
That's why those two numbers are different.
|
01:20:21 |
Do we know which one is absolutely the one that is being referenced by the shift table? Not sure yet.
|
01:20:32 |
I have a hunch that it's going to be this one, not the driven wheel speed, because it's usually this one on GM and associated vehicles.
|
01:20:42 |
But we'll see how that goes as we progress, and maybe we'll learn something new.
|
01:20:47 |
So, for now, I'm going to say though, I'm going to work off this one, the 45, and say, all right, so we got another gear at 45, and we got up to, let's say 30, 50 RPM, about five miles an hour later.
|
01:21:10 |
All right, so on this two, three shift, I'm going to add another five miles an hour into this area around that throttle range, yeah.
|
01:21:24 |
So, let's see, we were actually up at 40% throttle.
|
01:21:32 |
So, let's go here, and this time we're going to add five.
|
01:21:46 |
And let's add five here as well.
|
01:21:50 |
And then I'm just going to blend between these two, and that'll bring us up to our most likely, let's see, our full throttle speed.
|
01:22:02 |
Yeah,, 58 miles an hour for a full throttle shift from second to third, okay.
|
01:22:07 |
Below that speed, I would like to make an increase, but perhaps not five.
|
01:22:14 |
So, let's maybe go three here, and we'll see how we like that.
|
01:22:24 |
Okay, we'll repeat the same thing in the next gear.
|
01:22:30 |
I'm just going to use this value up in the gauge since it's easier for me to view.
|
01:22:38 |
And since we're only looking at the relative speed between where we fully engage the next gear and where we achieve the engine speed we wanna be at, the relative amount is all that really matters right now.
|
01:22:50 |
I'm just looking for what to add to my table.
|
01:22:56 |
So,, all right, we'll say we're around 2 ,900, 2,800 RPM, around 62 miles per hour.
|
01:23:02 |
We get up to the engine speed we wanna be at around 68 miles an hour, spread of six miles per hour.
|
01:23:11 |
And we're going to do that.
|
01:23:18 |
Actually, this time I'm going to show you a different way you could do this.
|
01:23:21 |
So, here, I'm going to grab the whole area from where I wanna start to change to where I wanna complete it.
|
01:23:26 |
I'm going to add the six, then I'm going to spot that this value became higher than this one, which we don't want.
|
01:23:34 |
And now you have your choice.
|
01:23:35 |
You can do one of two things.
|
01:23:36 |
You can take 95 and enter it here, and just treat that as your max and say, okay, well, that would have got me up to my max.
|
01:23:43 |
Let me run my max.
|
01:23:45 |
Or you can grab these three cells and interpolate between them.
|
01:23:50 |
And that'll give you a nice blend between those areas.
|
01:23:53 |
In this case, that's what I'm going to do.
|
01:23:55 |
All right, now we've added six up here.
|
01:24:02 |
Because the gears are getting longer, the speed differential required to generate an RPM difference is going to continue getting bigger.
|
01:24:12 |
So, instead of adding three to this lower range, I'm going to add four.
|
01:24:17 |
So, kind of, you know, maybe a similar percentage added that I did in the other gears, but the raw value becomes larger because I had to add six here.
|
01:24:26 |
I'm going to add four there instead of, you know, let's say five and three or four and two.
|
01:24:32 |
Okay.
|
01:24:35 |
Next,, let's look at the four to five and five to six shifts.
|
01:24:39 |
Now,, this is where it gets way more casual in the stock tune, at least in my opinion.
|
01:24:47 |
And we've dropped all the way to, yeah, 2,500 RPM.
|
01:24:52 |
So, I don't know if I really wanna run all the way up to 3,000 at this point.
|
01:24:58 |
I kind of like what they've done here, having things chill out a little bit as we get up into the higher gears.
|
01:25:05 |
But let's go and maybe bump it up around 2 ,800 or so.
|
01:25:12 |
So, we're at 75 miles an hour here.
|
01:25:17 |
So, 75 to 86, yeah, let's say around 11 miles an hour.
|
01:25:24 |
I'm going to add there.
|
01:25:35 |
Again,, I'm going to blend and avoid being out of order.
|
01:25:40 |
And since we did 11 there, I'm going to do, let's do seven here.
|
01:25:51 |
So, a proportion of what I did at higher pedal.
|
01:25:54 |
I don't wanna be quite as aggressive when I'm not applying as much pedal position or as much throttle position.
|
01:26:05 |
We still wanna kind of use the accelerator pedal to inform the TCM of what we're trying to do.
|
01:26:10 |
And generally what we're trying to do if we're applying less pedal is drive more casually.
|
01:26:15 |
So, it makes sense.
|
01:26:16 |
If we really wanted full control of when the shifts occur, we would put the transmission in the tap up, tap down mode anyway.
|
01:26:23 |
So, I still want some automatic functionality in the sport mode.
|
01:26:26 |
I want it to kind of do a bit of thinking for me.
|
01:26:29 |
And ultimately that means us thinking for ourselves and entering values in the shift scheduling tables that will give us what we want around the road.
|
01:26:38 |
All right, so five, six shift.
|
01:26:43 |
We dropped to 2,700.
|
01:26:45 |
That's not quite as low as the four or five, but let's see what kind of speeds we're at.
|
01:26:52 |
Looks like I lifted before I got to 28, but it looks like I probably need to add about 12 miles an hour there as well.
|
01:27:01 |
While the RPM increase I need isn't quite as big, the gear ratio is quite long.
|
01:27:07 |
So, we still need about 12 miles per hour.
|
01:27:10 |
Okay, let's look at our full throttle shift speed.
|
01:27:20 |
There, 131 matches up with this.
|
01:27:23 |
Good.
|
01:27:24 |
And for sixth, 318.
|
01:27:27 |
Okay, so full throttle shifting from fifth to sixth gear has been disabled by setting that value to 318.
|
01:27:35 |
And that's what we're also seeing here.
|
01:27:37 |
So, that makes sense.
|
01:27:41 |
Now,, essentially we're going to have to decide at what point we don't want to go into sixth gear because we went into sixth gear at, or started going into sixth gear at about 97 miles an hour.
|
01:27:56 |
So, that, you know, should have been somewhere around here.
|
01:27:59 |
I don't really know how much higher we want to make this, but I certainly don't want this to start getting close to that.
|
01:28:07 |
So, I'm going to add, let's say we'll add 10 here.
|
01:28:17 |
And then this area where we seem to be encountering during our test run, I'm going to add two more and that'll give us that 12.
|
01:28:27 |
All right.
|
01:28:28 |
Now,, I don't know if the speed is reasonably achievable in that gear or not.
|
01:28:34 |
Setting this to 147 might effectively be the same as 318.
|
01:28:38 |
Right? Because if we can't get there, we can't get there, but we would just have to test and see what happens.
|
01:28:44 |
Also, this comes down to whether you even want that shift to happen or not.
|
01:28:48 |
You know, maybe if you're at 50% throttle, you definitely don't want to be in sixth gear, right? You know, you're driving pretty aggressively in fifth.
|
01:28:57 |
Let's just leave it in fifth.
|
01:28:59 |
And if we want to back off and cruise, we'll just come off the pedal.
|
01:29:03 |
It'll drop us down in this area and that shift will occur.
|
01:29:08 |
Okay.
|
01:29:09 |
So, we've got 49 to 62 here, 35 to 47 here, 27 to 33 here.
|
01:29:17 |
There's a nice spread between all of those.
|
01:29:20 |
This is all looking good.
|
01:29:22 |
We do also want to think about our upshift versus downshift spreads as well.
|
01:29:27 |
Those are also critical, but we'll get into that more later.
|
01:29:30 |
I know that they aren't going to be overlapping because we've been increasing upshift speeds, which will only move them further away from downshifts.
|
01:29:39 |
But if we were going the opposite direction, like maybe making a tow mode where shifts happen sooner and dropping the vehicle speeds for upshifts down, then we'd have to pay really close attention to that.
|
01:29:49 |
All right.
|
01:29:49 |
So, let's go ahead and save this and let's get ready to see what it feels like.
|
01:29:55 |
Okay.
|
01:29:57 |
So, I'll put it in park, engine off, key on.
|
01:30:02 |
We're going to go into our scanner and disconnect because we cannot flash the ECU while the scanner is connected.
|
01:30:11 |
And since we've only altered TCM items, I'm going to write calibration on TCM only, do not write on ECM.
|
01:30:19 |
All right, we finished our flash.
|
01:30:21 |
Let's turn the vehicle back on, get my fan going again on the dyno.
|
01:30:32 |
All right.
|
01:30:33 |
Traction off, stick in sport mode, pattern A trans shift mode enabled, and I will select the current gear and let's just get it up to speed.
|
01:30:58 |
I'm going to try and do a similar throttle position right around 40%.
|
01:31:09 |
And I'm going to do so by using a ramp run on the dyno.
|
01:31:12 |
Again,, I kind of explained depending on your dyno that might work out a little differently.
|
01:31:28 |
Nope.
|
01:31:30 |
We don't want to get into a different gear before we let the dyno go.
|
01:31:49 |
I'm going to apply a little more throttle to try and get it to stay in first gear as I load it up.
|
01:31:58 |
Nope, not enough.
|
01:31:59 |
Okay, well, we'll start with second.
|
01:32:06 |
40% throttle, away we go.
|
01:32:30 |
Okay, neutral, let it coast down, and our log.
|
01:32:37 |
And, all right, so for now, I'm going to skip that first to second shift and see what we got in the other gears.
|
01:32:47 |
So,, second gear, we got up to 3,400 RPM.
|
01:32:52 |
We dropped to about 2,600.
|
01:32:57 |
So, that's certainly less than we were expecting.
|
01:33:00 |
We are still in pattern, eh? Okay, let's see what the other gears look like.
|
01:33:05 |
All right, 3,300 RPM, dropped down to 2 ,800.
|
01:33:14 |
And, fourth to fifth gear, shift at 3,100 and drop to 2,500.
|
01:33:26 |
And I think it's pretty safe to say that this has not gone as we expected.
|
01:33:32 |
So,, what I'm going to do is I'm going to save this.
|
01:33:37 |
And I'm going to use the calibration name to help us name the data log, just to make it easier for us to correlate logs along with tune files.
|
01:33:55 |
And then, I'm just going to sample an example here.
|
01:34:00 |
Let's say, yeah, I mean, let's take this one, for example.
|
01:34:07 |
So,, this is a four to five, and here we go.
|
01:34:14 |
All right, five to six upshift.
|
01:34:19 |
And I can see right here, the clutch starts prepping.
|
01:34:22 |
We're at 99 miles an hour.
|
01:34:28 |
And we dropped from 3,200 to 2,700 RPM.
|
01:34:33 |
All right, let's go back and look at the prior log.
|
01:34:36 |
All right, so fifth to sixth happens.
|
01:34:42 |
Yeah,, okay.
|
01:34:43 |
Well, we have gotten quite a big change then.
|
01:34:47 |
Perhaps just not as much as I was looking for, but a pretty significant change.
|
01:34:53 |
Okay, let's go back and look at some of the other shifts.
|
01:35:00 |
All right, so here we have a three to four shift, and starts here, 48, completes around 62.
|
01:35:22 |
Now,, obviously, that's a huge spread of vehicle speed over the course of a shift.
|
01:35:27 |
So,mething to keep in mind as you're planning and leading your shifts.
|
01:35:33 |
All right, third gear, we get up to 3,300, dropped to 2,800.
|
01:35:40 |
So, 3,300 at 57.
|
01:35:44 |
Here, let's do, let's do this.
|
01:35:50 |
So, we're going to say 3,300 at 57, and then we drop to 2,800 at 62.
|
01:36:10 |
And then let's see what we had.
|
01:36:13 |
All right, so 3,300 at 57.
|
01:36:18 |
Looks like two mile an hour less.
|
01:36:25 |
And then when we're fully engaged in the next gear, 2,700 at 62.
|
01:36:33 |
So,, I mean, maybe we've gained 100 RPM, but the speed is effectively the same that we end up at in the next gear.
|
01:36:43 |
So, we haven't really gotten the change that we expected.
|
01:36:46 |
At this point, I just wanna verify again.
|
01:36:51 |
We're still in pattern A.
|
01:36:57 |
So, we should be getting quite a big change, but most likely one of two things is happening.
|
01:37:09 |
Either there's some other factors beyond the tables that we're adjusting coming into play, or the scaling of these tables and what I mean by scaling is the values on the X-axis or perhaps the Z data are perhaps not scaled 100% correctly.
|
01:37:33 |
So, perhaps we're hitting a different part of the table or the underlying value isn't actually the value that's being displayed to us, but safe to say we are not getting the behavior you would expect from the changes that we have made and the values indicated in the table.
|
01:37:52 |
So, in a situation where this arises, you end up making effectively relative changes until you get the desired outcome.
|
01:38:00 |
It's not the ideal situation, especially if you're detail-oriented as I am, but sometimes when you just have to get the job done with what's in front of you, that might be something that you have to do.
|
01:38:13 |
So, while this is an example of necessarily the ideal situation, it's one that you certainly might encounter and we'll need a solution for to get the job done that day.
|
01:38:26 |
So, why don't we go ahead and proceed in that manner? So, here, I'm just going to look and see what RPM we dropped to.
|
01:38:41 |
All right, in our two, three shift, we dropped to 2450.
|
01:38:52 |
Now, on our two, three shift, we dropped to So, we're certainly getting an increase.
|
01:38:58 |
It's not like nothing happened.
|
01:39:00 |
It's just not quite what we were going for.
|
01:39:02 |
So, what I'm going to do is I'm going to take a look and see how far off we are now and then make some quick adjustments and give it another go.
|
01:39:12 |
All right, so a bit bigger change on the two, three, bit smaller on the three, four, but again, because the ratio is longer, even though you wanna make a smaller percent change perhaps than on the earlier shift, it's going to require more of a mile an hour change to do so because of the longer ratio and more mile per hour covered per unit of engine speed.
|
01:39:40 |
Looks like we're pretty far off on the two, three and the four, five and little bit off on the other two.
|
01:39:54 |
Okay, two, three and four, five.
|
01:40:05 |
So, I'm going to add five mile an hour there and see where it happened, four, five.
|
01:40:24 |
So, somewhere in this area.
|
01:40:30 |
Add 12 there and I'm going to add eight here and four here just to kind of blend that in.
|
01:40:46 |
And I think ultimately I'm also going to want a little more down here too.
|
01:40:58 |
Yeah,, okay.
|
01:41:00 |
Then, all right, let's look at three, look at the three, four.
|
01:41:18 |
Right, that's one I didn't need quite as much on so, yeah, we'll go five here, little more there and here.
|
01:41:42 |
Let's see where we went from fifth to sixth.
|
01:41:44 |
What speed we were at? Around 98, okay.
|
01:41:50 |
So, we were right around this entry.
|
01:41:55 |
If this scaling is correct, though this x -axis value up top might not be.
|
01:42:02 |
If the value in the table is correct, then we would have been operating right around this cell here.
|
01:42:07 |
So, let's go another, let's go another 10 there.
|
01:42:22 |
Okay, we're going to save this, number two.
|
01:42:33 |
Prepare that, don't write the ECM, only write the TCM calibration.
|
01:42:48 |
All right, done flashing.
|
01:43:32 |
That's looking better.
|
01:43:49 |
All right, so based on what I saw during the test, it was looking a lot better.
|
01:43:56 |
So, yeah, here we go.
|
01:43:57 |
On the two to three up shift, we wanna stay around 3000 RPM, let's say on that, where we hit the next gear, where it's fully engaged and we're ending up right around there.
|
01:44:08 |
We could probably give it another mile an hour and be exactly where we wanna be, one or two mile an hour.
|
01:44:14 |
Then on the three to four up shifts, it looks like we hit, yeah, just over 3000 RPM when we grab the next gear.
|
01:44:23 |
So, we got what we wanted, just under 3000 on the four to five.
|
01:44:31 |
So, it looks like my guesstimation there was pretty accurate.
|
01:44:35 |
And on the five, six, we're good there too.
|
01:44:39 |
So, ultimately we didn't get to our desired outcome in quite the initial manner we planned to, but where there's a will, there's a way, you can put it that way.
|
01:44:53 |
Let's go back now and see if we can correlate what the vehicle did back to our shift schedule tables though and see if things are looking like they line up a little bit better.
|
01:45:03 |
Before I do that, I'm just going to put the vehicle in park.
|
01:45:10 |
All right, so two, three shift, let's see it.
|
01:45:16 |
All right, clutch prep at 38 miles per hour.
|
01:45:23 |
Actual shifting 43 to 50.
|
01:45:33 |
And the gear number changes here at 49.
|
01:45:38 |
We're at about 40% throttle.
|
01:45:40 |
Let's see what our table looks like.
|
01:45:47 |
All right, so 40% throttle.
|
01:45:50 |
We should have shifted somewhere around And that is ultimately right about where the gear indication change did occur.
|
01:46:02 |
So,, you know, can't be mad at that.
|
01:46:07 |
And we got pretty much our desired outcome.
|
01:46:10 |
That was the one we wanna add, you know, maybe like two miles an hour or two just to get it just over 3,000.
|
01:46:15 |
So, I'm going to go ahead and do that.
|
01:46:18 |
And I'm going to do that from here down.
|
01:46:21 |
All right, next.
|
01:46:22 |
Next,.
|
01:46:27 |
Okay, initiation around 54.
|
01:46:30 |
Now, we're looking at three, four shift.
|
01:46:33 |
So, yeah, 54 miles per hour.
|
01:46:36 |
Actual shifting, gear number changes right around 68.
|
01:46:47 |
So, our throttle pedal was actually up around here, but accelerator pedal was actually more in line with that.
|
01:46:58 |
And one thing that might be going on here is we might actually be dealing with a situation where this is labeled throttle position, but the accelerator pedal position is actually what's feeding this table.
|
01:47:08 |
So, just keep in mind, sometimes that occurs as well.
|
01:47:12 |
All right, now in this case, yeah, we've pretty much nailed it.
|
01:47:18 |
I mean, I give it another one mile an hour.
|
01:47:21 |
Let's go ahead and do that.
|
01:47:27 |
And I'm going to do that all the way down.
|
01:47:30 |
Okay.
|
01:47:40 |
Yeah,, looks good.
|
01:47:41 |
Okay, four to five shifts.
|
01:47:47 |
Initiating at 78, finishing around 89.
|
01:47:59 |
So, we're somewhere in here.
|
01:48:01 |
Again,, throttle was at 40.
|
01:48:03 |
So, we really would expect to be around here.
|
01:48:06 |
Let's see what accelerator pedal was.
|
01:48:08 |
37, not far off.
|
01:48:09 |
So, either way, none of this is quite lining up.
|
01:48:13 |
And again, that's unfortunate.
|
01:48:15 |
So,metimes it does happen though, but let's work with it.
|
01:48:20 |
We pretty much hit it right where we want it.
|
01:48:24 |
Let's do another one mile an hour there.
|
01:48:29 |
And I'm going to grab this whole area and do that.
|
01:48:34 |
And if I remember right on our five, six, we were actually a little higher, which I'm not too mad at, but let's say we wanna take one mile an hour out.
|
01:48:48 |
And I'm only going to do it in this area.
|
01:48:54 |
Yeah,, let's do that.
|
01:49:00 |
And as you can see, as we get closer to being dialed in and having things working the way we want, changes start happening more quickly.
|
01:49:07 |
They're few and far between, and you can get through this process relatively quickly.
|
01:49:13 |
I think our next step at this point is going to be to move on to shift pressures and shift tuning.
|
01:49:19 |
And let's go ahead and do that.
|
01:49:21 |
And then we can always come back to this later.
|