Discussion: Bosch MED9.1

hi guys, I open this discussion with the objective of getting to know and learn the Bosch MED9.1
I know it's not ? easy thing, but ? gi? by a p? that I am studying and I would like to begin to share with you that for now I understand, and not ? said that what am thinking is correct
I appeal to the experts, maybe for some straight and confirmation, both beginners who would like to explore the topic and maybe they are available to any test
in particular, I would like to be able, in small steps, to map my car, fitted with engine 2.0 TFSI

first of all, I am attaching the file that I am studying, I would say to refer to this during the discussion, I do not know? which car belongs

File Studio MED9.zip

in fact, the MED9.1 inherits from ME7 most of the logical and of the names of the maps that user?, a big difference ? the management of the direct-injection, and then the high-pressure pump and of the corresponding rail
unfortunately, not knowing the ME7 I had to start from scratch in this study

let's start with the maps pedal
in fact, if you do not want to vary the response of the pedal should not be touched

1CAD50 KFPED
map pedal true, 2 similar
16-bit
size 12x16
x = value * 0,25 = g/min
y = value * 0,001526 = % pedal position
z = value * 0,003052 = % torque request
1CB652 breakpoint x
1CB66C breakpoint y

1CB050 KFPEDL
map pedal for low speed, probably for low gears, 3 related
the same conversions and the breakpoint of the previous

1CB4D0 KFPEDR
map the pedal for reverse
the same conversions and the breakpoint of the previous

now, let's see the maps related to the pressure of the turbocharger
these ECU's did not have the management of the turbo as a function of pressure, but are based on the specific load in %
this parameter represents the ratio between the mass of air in the cylinder and that it would be contained in the same volume in the environmental conditions (the cio? with density? environment)
then a specific load of 200% means that in the cylinder ? request (or ? present) a mass of air equal to the double of the one that would contain the cylinder itself
this formula converts the specific load pressure of the turbo

pressure = (load %) * 10 + 300 = mbar absolute

? note that this formula is an approximation and subject to the conditions of operation may not provide a real value

the maps in question are

1CBAF2 KFMIRL
map the desired load, converts the request torque data from the pedal in load demand, specific
16-bit
size 12x16
x = value * 0,001526 = % torque with respect to the maximum
y = value * 0,25 = g/min
z = value * 0,023438 = load % specific

1CBCAE KFMIRLS
variant of the previous operating in the stratified charge, it is not used and may not be present

1CC3D4 KFMIOP
converts the specific load in % of torque, practically does the job inverse of the KFMIRL
this value is used for other functions of the ECU that they have to think and/or act on the pair, such as the ESP, the DSG etc.
? this to save computational work
16-bit
size 11x16
x = value * 0,023438 = % load air specific
y = value * 0,25 = g/min
z = value * 0,001526 = % torque with respect to the maximum

1C959C KFMIOPS
should be the same as the address of the KFMIRLS

if we modify the KFMIRL ? of obligation to reflect changes in KFMIOP, worth the chance? interventions do not correct of the systems based on the couple
in other words, the KFMIOP must be the inverse of the KFMIRL, at least in the area of high
also ? needless to take a specific load in the KFMIRL beyond a certain threshold, why? the axis of the KFMIOP the limit to its maximum value
so if you want to push the map over an increase in the basis you need to change the axes of the above, but there? introduces complications since? there are other maps of important use to the axis, the specific load and it is necessary to intervene in those resizing and reinterpolando values (we will discuss later)

now let's see the maps that could be limiting factors for the specific load, or pressure, or that may give errors

1C4696 KFMLDMX
the maximum flow mass air flow sensor for diagnosis, it may give an error, only change in this case
16-bit +/-
size 9x8
x = value * 40 = g/min
y = value * 0,024414 = % butterfly
z = value * 0,1 = kg/h

1CD2B6 KLDLUL
the maximum deviation of the pressure turbo with respect to the request for diagnosis, to the max in order to avoid errors
8-bit
size 8x1
x = value * 10 = hPa
z = value * 5 = hPa
breakpoint in the normal position, but the x +/-

1CD538 KFTARX KFTARXB
correction specific load as a function of the temperature of the inlet air, 2 consecutive
16-bit
size 10x12
x = a * 0.75 - 48 = ?C air intake
y = value * 0,25 = g/min
z = value * 0,000031 = correction factor
1CD9C5 breakpoint x 8-bit
1C9480 breakpoint y in 16-bit

1CD718 KFTARXZK
variant of the previous one during the detonation of the engine
the same conversions and breakpoint

these three maps can be repeated with similar alternate in the same order

1CD858 LDORXN
the maximum specific load during an overboost error
8-bit
size 8x1
x = value * 40 = g/min
z = value * 0,75 = % specific load maximum
1C9363 breakpoint x 8-bit

1CD860 LDPBN
limiter pressure turbo
8-bit
size 8x1
x = value * 40 = g/min
z = value * 10 = hPa pressure max turbo
the same breakpoint of the previous

1CD87A KFFKRXTM
limiter-specific load engine temperature
8-bit
size 4x4
x = value * 1,25 = km/h
y = a * 0.75 - 48 = ?C
z = value * 0,007813 = correction factor specific load

1CD89C KFLDHBN
the maximum pressure ratio of the compressor
is used to avoid overloading the turbo in some conditions
depends on the map of operation of the compressor
8-bit
size 8x8
x = a * 0.75 - 48 = ?C inlet air temperature engine
y = value * 40 = g/min
z = value * 0,015625 = pressure ratio turbo

1CD8FE LDRXN
limiter specific load
16-bit
size 16x1
x = value * 0,25 = g/min
z = value * 0,023438 = load % specific

1CD940 LDRXNZK
variant of the previous detonation
the same conversions

these two can be repeated with similar, not sure if the alternate or no
however, it would seem that only the first variant is used by the ECU

for basic changes, in fact, it would be enough to just increase the LDRXN as the KFMIRL requires gi? a load more? the top, and the other described if necessary

this ? pi? whether or not the theory
with regard to the practice, as soon as I have time, I try a couple of these changes, accompanied log diagnosis, with the aim of understanding the influence on the turbo pressure of these maps and to understand the factors that may limit

the next episode ? theory of operation the PID of the wastegate for better control of the profile of the pressure trend

Mooltoooo interesting! I have a TDI and I would like to better understand how it works, the management of the MED9.1. I follow with interest!

very good really

in annex a guide for doing a log with vag com

Guide log MED9.1.zip

also useful for those who use the tools of diagnosis different
describes the parameters that must normally be kept an eye on
what is pi? important to find a complete list of the blocks of the measurement

great guys and great forum you these things I like very much

then today I made a first test
first of all, the parameter in the diagnosis called engine load (engine load) ? the specific load
for various problems are not able to make a log for? I have seen that in the load. arrived at 178 from the original, and in my file the LDRXN limits to 175
in KFMIRL to the maximum ? required 200, and then I set the LDRXN to the same value as climbing a p?, also for safety, I increased a p? the LDPBN
gi? cos? you feel a sharp improvement, I need to see what is the value of the specific load is cut, in theory, 191%, even if requested 200 to the axes of the KFMIOP
however, after writing the ecu has happened a couple of strange things
the fuel gauge ? went to zero, and then when I tried on the road slowly ? back to the correct value
also, especially when I do the maneuver, I hear a strange noise coming from the steering wheel, as if something grattasse
maybe nothing to do with it, for? I parked the car in the garage which he did not, I mapped it, and pull it out it started...
any idea?

small update
unfortunately in this period I had little time, also I just can not operate the flight recorder of the diagnosis, so no log for the moment
at least I bought a car charger for the laptop cos? I see a p? the trend of the values
then first of all no matter how much load you ask in the map, the axis of the KFMIOP limited to its maximum value, in my case 180%
in an overboost of course, get a p? pi? high
I have prepared another version by changing the axis to get to 200%, today the load and see what happens as there are other maps with the axis, the load
for now I try not to change them, I want to understand if limited or no
in particular, we have:

1C7DBF KFZW
map advance
8-bit +/-
size 12x16
x = value * 0,023438 = load % specific
y = value * 0,25 = g/min
z = value * 0,75 = ? advance
1C953C breakpoint x 16-bit
1C94DE breakpoint y 16-bit
are more? a, the first met? are variants, and the second related to the first according to the variable valve timing

1C7FFF KFZWLB
map advance with flap closed suction
the same conversions and breakpoint
it is the same as on the variations and the like

1CC534 KFZWOP
map advance for comparison
need to determine how much load is used to generate the required torque on the basis of the advance
in theory, should not be changed, but only reinterpolata if you change the axis to the KFMIOP
it has two variants
the same conversions of the previous
1CC7F6 breakpoint x 16-bit
1C94BC breakpoint y 16-bit

in my case, the maps advance up to 190% of the load to the axis, while those for the comparison of 180%
I want to know if these I limit the load

another test done
now the specific load stops 186-188%, so I think there is a map that I am limiting myself, and not the axis of the advances
I have to investigate better, maybe try to increase the maximum pressure ratio of the turbo
anyway, I'm attaching my golds and a couple of mods done up to now if you want to give us a look

ori and mod.rar

good study continues cos?!!!!

you can get the maf?