In HTG tuning SUITE, in GENERAL settings tab You can find section that defines DBW mod and ECU demand request behavior. This section applies to both HTG GCU standalone and HTG IO CAN gateway devices although there are some differences in how they execute those settings.
CUT / BLIP idle value [raw] #
During shift scenario GCU outputs value according to value set in the tables of DBW mod or ECU demands. Outside of shifting scenario value changes to IDLE VALUE. In most of the cases it’s 0 meaning that no request applies, but some applications may require different value to match manufacturer expected value. Leave this value 0 unless You are sure that it needs to be modified.
DBW mod settings #
DBW mod functionality has been described in different article. This section defines if it is enabled and how it is combined with ECU demands. Applies to all of HTG devices. Only difference between HTG GCU and IO CAN is the face that IO CAN can only execute DBW mod over CAN bus due to the fact that it does not have physical analog outputs unless expansion module is fitted.
Enable DBW mod? #
- DBWmod OFF (ECU demand only):
- Disables DBW mod
- HTG will not modify or route pedal signal. It does not only disable modifier strategy but completely disables control including transparency
- ECU demand tables are ACTIVE
- DBW mod tables are INACTIVE
- DBWmod ON (ECU demand optional):
- Enables DBW mod
- HTG will be able to modify pedal signal or route it transparently
- ECU demands can be switched ON or OFF
- DBW mod tables are ACTIVE
CUT / BLIP demand type #
- DBWmod / ECU demand:
- DBW mod torque management is ON
- ECU demand torque management if OFF
- DBWmod + ECU demand:
- DBW mod torque management is ON
- ECU demand torque management if ON
CUT mode #
Defines shape of TRQ CUT request. Default value is static square and it is best place to start with. Choice of method depends on Your ECU strategy. Combination of modes and values delivers many possible trajectories of torque request but may also create unpleasant reduction if not set properly.
- Static square:
- CUT value is set at the beginning of the shift and does not change until request is switched OFF
- Default option
- Dynamic square:
- CUT value is updated during the shift according to TRQ change
- More precise control
- Static triangle:
- CUT value is set at the beginning of the shift and is ramped out as the shift progresses
- Agressive and dynamic torque management
- Dynamic triangle:
- CUT value is updated during the shift progress taking torque ramp angle in consideration
- Very advanced torque management. Only use is system architecture expects this method
Downshift method (HTG GCU) #
This option is only available for HTG GCU standalone. It defines which strategy for downshifts blip ./ rev match should be used. CURRENTLY ONLY EFFECTIVE FOR AUTOMATIC TCC GEARBOXES (fw 1.1.4)
Depending on Your ECU TRQ management strategy (or DBW mod) and application You may want to use one or the other option. We suggest sticking with default option unless You have proper toolset to configure RevMatch strategy.
- Adaptive (DEFAULT):
- Off load DOWNshifts use Closed Loop adaptation
- GCU will operate clutches to reach CL DS synchronization target
- Can be used with blip or no blip present in the system
- RevMatch only:
- Off load DOWNshifts do not adapt at all
- GCU awaits ECU to bring RPM to desired value before applying ongoing clutch
- Can only be used with setups that have BLIP active (ECU demand / DBW mod / RPM targetting)
- Recommended using ONLY with RPM targetting
- Quickest, most agressive sequential downshifts possible
- Recommended for advanced track cars only.
- WARNING: Improper rev match can greatly delay downshift and affect stability. VERY advanced strategy.