Eski kirjoitti:
Trionicista voisi tosiaan kirjoitella enemmänkin, mutta itselläni ei ole hirveästi tietoa asiasta, joten rohkeasti vain ehdotuksia peliin
Ja siitä vaan suomentamaan
Rajasin jutun koskemaan järjestelmien eroja, en siis etsi vastausta siihen mikä trionic on. Perustahan näissä on suht sama, mutta suuri ero löytyy "ohjausparametreistä".
The T5 is a speed density system, that uses RPM's, absolute pressure, temperature to determine the air mass flow and maps fuel accordingly. The volumetric efficiency is accomodated within the O2 sensor adaption loop. The fuel mapping will trim to changes in humidity etc via the same method. This level of adaption accomodates variabilty in sensors and will also take changes to intake and exhaust in stride. So this is the ideal system for making mods.
The T7 has a air mass sensor to drive the mapping and the system will adapt to exhaust and intake changes as well. However, it does not control boost to a specific boost pressure, but boosts to deliver target air mass flows to try to boost to certain amounts of torque. This can be good in controling boost in lower gears to avoild completely overpowering the tire traction. But the factory targets for lower gears might be too conservative... don't know for sure. There still is a map sensor for an arbitrary pressure limit. The effective boost is also controlled by the motorized throttle.
T7 (air-mass flow principle)
Injected fuel can be determined by measuring the air-mass flow into the engine and divide it by the air/fuel stoichiometric ratio. The air-mass ow sensor may typically be located far from the cylinders, close to the air filter. Consequently there is a large volume consisting of hoses, intercooler, and intake manifold separating the air-mass flow sensor from the cylinders. These are illustrated in
Figure 2.1.
Figure 2.1: A simplified intake system to show the location of large air-volumes. There are volumes in the hoses between the sensor Wa, compressor, intercooler, and finally in the intake manifold. There is also a volume contribution from the intercooler. Volumes introduce filling and emptying dynamics and a transient in the air-mass ow to the cylinders will therefore deviate from the measured air-mass flow at the sensor. In Figure 2.2 this eect is shown as 5% transients in air-mass flow when the wastegate is operated during constant speed and air-mass flow of the engine. If the air-mass flow sensor is used to determine injected fuel
there will therefore be an error of approximately 5% during the operation of the wastegate.
T5 (Speed-density principle)
In the previous section the estimate of air-mass to cylinder is degraded by the dynamics caused by the volume between the air-mass flow sensor and the cylinder. Speed-density methods only use sensors in the intake manifold, together with volumetric efficiency to estimate air-mass flow to the cylinder. Thus they are independent of the dynamics between the air-mass flow sensor and the cylinder.
The speed-density methods uses volumetric efficiency, engine speed, and
intake manifold pressure and temperature to determine the air-mass ow to cylinder,
A drawback of the speed-density methods is that the intake manifold pressure is subjected to noise. To reduce the intake manifold pressure noise, caused by engine pumping and standing waves, observers for mean intake manifold pressure have been proposed (Hendricks et al.,
1992; Fekete et al., 1995).
Volumetric efficiency is a nonlinear function which has to be repre-
sented. A standard method to represent volumetric efficiency is by a two-
dimensional map, and to compensate it for density variations in the intake
manifold (Heywood, 1988).
The volumetric efficiency can also be represented by a polynomial in speed N and intake manifold pressure Pim
. Olisi hienoa jos joku kertoisi sen selkokielellä
Eli hommaat tuollaisen din-urosliittimen ja front left, front right ja rear left ja rear right juotat piuhan pätkät joiden toiseen päähän tulee rca-naarasliittimet ja sitten sinulla on lähdöt nelikanavaista vahvaria varten valmiina. 
)